Page 128 - 《爆炸与冲击》2026年第2期

第 46 卷 白春玉，等： 不同垂向速度下翼身融合民机机体的坠撞响应 第 2 期

and engines were simplified as concentrated mass points, and the cabin seats and passengers were modeled as concentrated
masses fixed to the seat rails. The primary structural components, such as the skin, stringers, floor, and floor beams, were
constructed from AS4 carbon fiber composite laminates and modeled using shell elements. The pultruded rods were made of
AS4 carbon fiber composite and modeled using beam elements. The foam core of the frames and fuselage ribs were made of
Rohacell-110-WF foam material and modeled using solid elements. The remaining structures were made of 7 075 aluminum
alloy and modeled using shell elements. The final model had a total mass of 162.87 tons and consisted of 2 679 991 elements.
Five vertical impact velocities ranging from 7.92 to 9.14 m/s were selected to analyze the cabin space integrity, acceleration
response of the cabin floor, and the impact characteristics of the primary load-bearing structures. The results indicate that the
cabin area of the lift-body fuselage remains largely intact under the different impact velocities. The primary damage occurs
below the cabin floor, with compressive damage concentrated in the lower structures of the middle and aft fuselage. The
survivable space is preserved. Compared to a round-section fuselage, the deformation of the BWB frames is relatively small,
and upward bulging is not significant, making it challenging to form effective plastic hinges. During the crash, the acceleration
load distribution of the blended wing body-integrated aircraft exhibits a decreasing trend from the central aisle to the sides of
the fuselage, with peak acceleration loads being higher at the central aisle. Under all five crash conditions, passenger injury
levels at various cabin positions fall within the serious but acceptable and safe regions. Regarding structural energy absorption,
the frames are identified as the primary energy-absorbing structures, followed by the fuselage ribs. However, the cargo pillars
do not effectively crush and absorb energy. For future crashworthiness design of BWB civil aircraft, the cargo structure should
be a key consideration.
Keywords: blended wing body; crash response; PRSEUS structure; occupant injury; crashworthiness

翼身融合（blended wing body, BWB）飞机具有空气动力学效率高、舒适性好、噪音低等诸多优势，成
为下一代“绿色民机”的主要方案之一 [1-2] 。与传统圆截面管-翼构型飞机相比，翼身融合非圆截面机身
需承受由增压载荷带来的高面外弯曲应力和由气动载荷带来的高面内压缩应力，导致常规设计存在应
力集中、结构较重等问题 [3-5] 。为了应对这一挑战，美国国家航空航天局（National Aeronautics and Space
Administration, NASA）联合波音公司提出了拉挤杆缝合高效一体化结构（pultruded rod stitched efficient
unitized structure, PRSEUS） ，该结构具有很好的抗拉伸、压缩性能，并且刚度和稳定性裕度大，极大提高
[6]
了翼身融合机身结构的承载效率 [7-8] 。PRSEUS 结构是应对翼身融合非圆截面机身结构设计挑战的主要
方案。
运输类飞机适航标准例如 CCAR-25 中，针对适坠性的条款主要涉及 44 条（25.561、25.562、25.563、
[9]
25.785 等） 。这些条款致力于在飞机发生紧急迫降或坠撞事件时，机体结构、座椅系统等具有尽可能保
护乘员安全、免受致命伤害的能力。针对管-翼构型飞机，国内外学者们已经开展了大量的试验和仿真
研究，分析了典型的圆截面机身结构破坏模式、能量耗散特性、载荷传递过程等 [10-16] 。2013 年，刘小川等 [17]
开展了国内首次针对民用支线飞机典型机身段结构（含内部设施）的坠撞试验，系统评估了机身结构在
坠撞条件下的变形模式与乘员舱内响应特性。2023 年，牟浩蕾等 [18] 完成了大型运输类飞机机身框段的
坠撞实验，并以仿真的形式，研究了不同地面形式对于机身结构坠撞响应特性的影响。整机坠撞试验是
研究和评估适坠性最直接有效的手段，但是其成本较大且试验场景单一，在工程和研究中都非常少见。
Fasanella 等 [19] 使用退役的波音 720 客机进行了坠撞试验，推动了运输类飞机坠撞动力学建模和仿真方
法的发展。Jackson 等 [20-21] 开展了 ATR42-300 和 Fokker F28 飞机的全尺寸坠撞试验和 LS-DYNA 有限元
仿真建模，评估了支线级飞机在严重但可生存工况下的结构响应。国内在 2023 年开展了首次全机坠撞实
验 [22] ，提出了高精度姿态控制和高可靠性投放技术，建立了完整的结构响应和假人响应测试体系，并引
入分布式多目相机系统，实现了全场大变形的连续观测。目前，针对翼身融合非圆截面机身结构的适坠
性研究较少，坠撞后结构破坏模式、乘员伤害风险、机体吸能需求等尚不清晰 [23] 。

PRSESUS 的结构如图 1 所示，它采用共固化和缝合工艺，减少了连接件和紧固件的数量，避免了应

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