JP2019162910A - Trailing cone system - Google Patents

Abstract

To provide a trailing cone system capable of reducing risks in flight tests by avoiding collision against a vertical tail fin.SOLUTION: A trailing cone system comprises: a cone 25 towed by cable 23a and cable 23b extending from a vertical tail fin of an aircraft; a pressure hole metal fitting 24 disposed between the cable 23a and cable 23b; and an extensible part 30 which has a variable length and is arranged between the pressure hole metal fitting 24 and the cone 25. The extensible part 30 has multiple joints 31, 32, 33, which are movably connected with each other. The multiple joints 31, 32, 33 are connected with each other via elastic members.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a trailing cone system for use in aircraft flight test measurements.

  For the purpose of obtaining an accurate flight speed, a flight cone system (hereinafter referred to as TCS) is installed at the rear of the aircraft body and a flight test is performed. This TCS will be described with reference to FIG. FIG. 10 shows a state where the aircraft is stopped. Further, the TCS cable winder side is assumed to be the front side, and the TCS cone side is assumed to be the rear side.

  The TCS is installed in the rear part of the aircraft 10 and includes a cable winder 21, a pressure sensor 22, cables 23a and 23b, a pressure detection unit 24 called a pressure hole fitting, a cone 25, and a cable guide 26. .

  The cone 25 is towed from the vertical tail 11 by the cables 23a and 23b during the flight test. One end of the cable 23a is connected to the cable winder 21 disposed in the machine, and is led out of the machine through the inside of the cable guide 26 provided at the top of the vertical tail 11, and the other end is a pressure hole. It is connected to the front end side of the metal fitting 24. The cable 23a can be adjusted in length (length outside the machine) by the cable winder 21. Also, one end of the cable 23b is connected to the rear end side of the pressure hole fitting 24, and the other end is connected to the cone 25. The length of the cable 23b determines the distance between the pressure hole fitting 24 and the cone 25. Is positioned at a predetermined distance. As described above, the pressure hole fitting 24 is provided in the middle of the cables 23a and 23b, and the cone 25 is provided at the tip of the cables 23a and 23b.

  Inside the cable 23a between the cable winder 21 and the pressure hole fitting 24, a tube (not shown) for connecting the pressure sensor 22 and the pressure hole fitting 24 is provided. The pressure hole fitting 24 is provided with a number of holes for detecting static pressure. Then, the air around the pressure hole fitting 24 is guided to the pressure sensor 22 through the hole and tube of the pressure hole fitting 24 to detect the pressure.

  At the time of the flight test, the cone 25 receives wind pressure (aerodynamic force), so that the cables 23a and 23b are expanded, and the pressure hole fitting 24 is arranged in the atmosphere near the uniform flow behind the fuselage. And the pressure of the air | atmosphere guide | induced from the pressure hole metal fitting 24 arrange | positioned in the atmosphere close | similar to a uniform flow is detected with the pressure sensor 22, and an altitude, a flow rate, ie, a flight speed, are acquired from the detected pressure. At this time, the pressure hole fitting 24 may be extended to a position about 100 m away from the airframe.

Japanese Patent Laid-Open No. 9-20296

  The cable 23 a is wound by the cable winder 21 at the time of ground and low-speed flight, and a part of the cable 23 a is accommodated in the cable winder 21, but the pressure hole fitting 24 interferes with the cable guide 26. Therefore, it is impossible to store everything, and a certain length always remains outside the machine. When the ground or low-speed flight is performed, the wind pressure received by the cone 25 is absent or insufficient, so the cable 23b, the pressure hole fitting 24, and the cone 25 outside the aircraft are in a suspended state. In this case, there is a risk that the pressure hole fitting 24 and the cone 25 collide with the vertical tail 11 due to wind or the like, and not only the pressure hole fitting 24 and the cone 25 but also the vertical tail 11 is damaged. When the vertical tail 11, the pressure hole fitting 24, and the cone 25 are damaged, repair is necessary, which is a time and cost demerit.

  In order to prevent such a danger, as shown in FIG. 11, a rubber tube 27 having an enlarged diameter is provided on the rear end side of the cable guide 26, and the pressure hole fitting 24 is accommodated inside the rubber tube 27. A structure for preventing damage due to collision of the pressure hole fitting 24 is known. However, even in such a structure, the cable 23b and the cone 25 behind the pressure hole fitting 24 still hang down, and the danger of colliding with the vertical tail 11 remains.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a trailing cone system capable of avoiding a collision with a vertical tail and reducing a risk in a flight test.

A trailing cone system according to the first invention for solving the above-described problems is as follows.
In a trailing cone system having a cone towed from a vertical tail of an aircraft by a cable, and a pressure detector provided on the cable,
An expansion / contraction part whose length changes is provided between the pressure detection part and the cone.

A trailing cone system according to a second invention for solving the above-mentioned problems is as follows.
In the trailing cone system according to the first invention,
The stretchable part has a plurality of joints connected to each other so as to be movable,
The plurality of joints are connected to each other by an elastic member.

A trailing cone system according to a third invention for solving the above-mentioned problems is as follows.
In the trailing cone system according to the second invention,
At least one of the plurality of joints has a wind receiver that receives wind pressure.

A trailing cone system according to a fourth invention for solving the above-mentioned problems is as follows.
In the trailing cone system according to the second or third invention,
One of the plurality of joints is fixed to an end portion of the pressure detection unit, and the plurality of joints have fitting portions that fit together when contracted.

A trailing cone system according to a fifth invention for solving the above-mentioned problems is as follows.
In the trailing cone system according to the first invention,
The expansion / contraction part has an artificial muscle.

A trailing cone system according to a sixth invention for solving the above-mentioned problems is as follows.
In the trailing cone system according to the fifth invention,
A bellows or a multiple tube is provided on the outer peripheral side of the artificial muscle.

A trailing cone system according to a seventh invention for solving the above-mentioned problems is as follows.
In the trailing cone system according to any one of the first to sixth inventions,
Provided in the vertical tail, the cable having a cable guide passing through the inside,
A holding portion that holds the front end of the pressure detection unit is provided at the rear end of the cable guide, or a storage unit that stores the pressure detection unit therein is provided.

  According to the present invention, since the expansion / contraction part is provided between the pressure detection part and the cone, it is possible to avoid a collision with the airframe such as a vertical tail and to reduce the risk in the flight test.

It is a figure explaining an example of an embodiment of the trailing cone system concerning the present invention, and is a schematic diagram explaining the composition on the back side from a cable guide rear end and a cable guide. It is the schematic explaining expanding and explaining the expansion-contraction part of the trailing cone system shown in FIG. It is the schematic explaining the state at the time of the flight of the trailing cone system shown in FIG. It is the schematic explaining the state at the time of the stop of the trailing cone system shown in FIG. It is a figure explaining other examples of the embodiment of the trailing cone system concerning the present invention, and is a schematic diagram explaining the composition on the back side from a cable guide rear end and a cable guide. FIG. 6 is a cross-sectional view of the trailing cone system shown in FIG. It is the schematic explaining the state which the expansion-contraction part of the trailing cone system shown in FIG. 5 has shrunk. It is the schematic explaining the state which the expansion-contraction part of the trailing cone system shown in FIG. 5 extends. It is the schematic explaining the state which the expansion-contraction part of the trailing cone system shown in FIG. 5 was extended completely. It is the schematic explaining the conventional trailing cone system. It is the schematic explaining another example of the conventional trailing cone system.

  Hereinafter, an embodiment of a trailing cone system (TCS) according to the present invention will be described with reference to the drawings. In the following, description will be made based on the TCS shown in FIG. 10 as an example. For example, as shown in FIGS. 1 to 3 of Patent Document 1, the TCS is configured such that the pressure sensor itself is attached to a cable. However, the present invention is applicable.

[Example 1]
The TCS of the present embodiment will be described with reference to FIGS. Here, FIG. 1 is a diagram for explaining the TCS of the present embodiment, and is a schematic diagram for explaining the configuration behind the cable guide and the rear side of the cable guide. FIG. 2 is a schematic diagram for explaining the expansion / contraction part of the TCS shown in FIG. 1 in an enlarged manner. FIG. 3 is a schematic diagram for explaining the state of the TCS shown in FIG. 1 during flight, and FIG. 4 is a schematic diagram for explaining the state of the TCS shown in FIG. 1 when stopped. Here, the TCS cable winder side is the front side, the TCS cone side is the rear side, the vertical direction in the figure is the vertical direction, and the direction perpendicular to the vertical direction in the figure is the horizontal direction.

  As shown in FIG. 4, the TCS of the present embodiment is installed in the rear part of the aircraft 10, for example, the upper end part near the rear edge of the vertical tail 11, and the cable winder 21, pressure sensor 22, cable 23a, 23b, pressure hole fitting 24 (pressure detection unit), cone 25, and cable guide 26, which have the same configuration as the conventional TCS described in FIG. Therefore, here, the same reference numerals are used for the same components as those of the conventional TCS described with reference to FIG.

  As described above, the TCS of this embodiment is basically the same as the conventional TCS, but the expansion / contraction part 30 whose length changes between the pressure hole fitting 24 and the cone 25 is provided. A hemispherical convex fairing 41 is provided on the front end side of the pressure hole fitting 24, and a hemispherical concave receiving part into which the fairing 41 is fitted on the rear end side of the cable guide 26. There is a difference in that 28 (holding portion) is provided. The fairing 41 and the receiving portion 28 may have other shapes as long as they fit each other. For example, the fairing 41 is a conical convex portion and the receiving portion 28 is a conical concave portion. They may be fitted to each other. The fairing 41 is preferably formed in a shape that does not interfere with the static pressure detection hole provided in the pressure hole fitting 24. Moreover, as the receiving part 28, materials, such as rubber | gum, are suitable.

  The expansion / contraction part 30 is comprised from the front side coupling 31, the intermediate coupling 32, and the rear side coupling 33 which were connected so that movement was mutually possible. In FIGS. 1 and 2, only one intermediate joint 32 is shown for the sake of simplicity, but in practice, a plurality of intermediate joints 32 are connected as shown in FIGS. The length of the expansion / contraction part 30 at the time of contraction and expansion is set to desired lengths L1 and L2, which will be described later.

  Here, the front joint 31, the intermediate joint 32, and the rear joint 33 will be described with reference to FIG.

  The front joint 31 is formed on the joint body 31a fixed to the rear end side of the pressure hole fitting 24, the convex portion 31b (fitting portion) formed on the rear end side of the joint main body 31a, and the convex portion 31b. It has an elongated round rectangular hole 31c and a spring 31d (elastic member) provided inside the joint body 31a. Here, the spring 31d is used as the elastic member, but an elastic member such as rubber may be used, for example.

  In the front side joint 31, the convex portions 31 b are provided on both sides in the horizontal direction of the joint body 31 a and are formed in a shape that fits into concave portions 32 i (fitting portions) of the intermediate joint 32 described later. Therefore, when the gap between the front joint 31 and the intermediate joint 32 contracts and disappears due to the tensile force of the spring 31d, the convex portion 31b fits into the concave portion 32i, so that the front joint 31 can freely move the intermediate joint 32. The degree is limited, and in particular, the movement in the vertical direction is limited.

  In the front joint 31 and the intermediate joint 32, the movement in the horizontal direction can be restricted by providing the same fitting structure not only on both sides in the horizontal direction but also on both sides in the vertical direction. By such an arrangement of the fitting structure, movement only in the vertical direction can be restricted, movement only in the horizontal direction can be restricted, and movement in the vertical and horizontal directions can be restricted.

  Further, the long hole portion 31c holds a moving shaft 32h of an intermediate joint 32 to be described later, and is moved within the longitudinal direction of the long hole portion 31c by making the shape into an oblong rectangle. The shaft 32h is held movably. By providing such a long hole portion 31 c and changing the position of the intermediate joint 32 with respect to the front joint 31, the size of the gap between the front joint 31 and the intermediate joint 32 is changed, and the front joint 31 uses the intermediate joint 32. The degree of freedom of movement of the joint 32 can be changed.

  For example, as described above, when the gap between the front joint 31 and the intermediate joint 32 contracts and disappears due to the tensile force of the spring 31d, the moving shaft 32h moves to the front side (left side in FIG. 2) of the long hole portion 31c. And since the convex part 31b fits into the recessed part 32i, the freedom degree of the intermediate joint 32 is restrict | limited by the front side coupling 31. FIG.

  On the other hand, as will be described later, when the gap between the front joint 31 and the intermediate joint 32 widens due to the stretching force caused by the wind pressure received by the wind receiver 32e, the moving shaft 32h is positioned on the rear side of the elongated hole portion 31c (the right side in FIG. 2). ), And the convex portion 31b is not fitted into the concave portion 32i. Therefore, the restriction by the front joint 31 is reduced, and the intermediate joint 32 is free to move.

  The spring 31d has one end fixed to the front end side of the front joint 31 and the other end fixed to the front end side of a connecting portion 32g of the intermediate joint 32 described later. Although details will be described later, when the speed is lower than the predetermined flight speed, the intermediate joint 32 is attracted to the cable guide 26 side by the tensile force of the spring 31d.

  The intermediate joint 32 includes a joint main body 32a, a convex portion 32b (fitting portion) formed on the rear end side of the joint main body 32a, an oblong rectangular long hole portion 32c formed in the convex portion 32b, and a joint main body. And a spring 32d (elastic member) provided inside 32a. Here, the spring 32d is used as the elastic member, but an elastic member such as rubber may be used.

  Further, the intermediate joint 32 is provided at a plurality of wind receivers 32e provided on the outer periphery of the joint body 32a, a support shaft 32f provided in the vertical direction inside the joint body 32a, and a central portion of the support shaft 32f. It has the connection part 32g, the moving shaft 32h provided in the connection part 32g, and the recessed part 32i formed in the front end side of the coupling main body 32a. In FIG. 2, the support shaft 32f is provided in the vertical direction and the movement shaft 32h is provided in the horizontal direction. However, the direction in which the support shaft 32f and the movement shaft 32h are provided can be appropriately changed. For example, the support shaft 32f may be provided in the horizontal direction, and the moving shaft 32h may be provided in the vertical direction. In this case, the convex portion 31b and the elongated hole portion 31c of the front joint 31 are aligned with the direction in which the moving shaft 32h is provided. The direction in which the concave portion 32i of the intermediate joint 32 is provided may be changed.

  In the intermediate joint 32, the convex portions 32 b are provided on both sides in the horizontal direction of the joint body 32 a, and a concave portion 33 i (fitting portion) of the rear side joint 33 described later and another intermediate portion connected next to the intermediate joint 32. It is formed in a shape that fits into the recess 32 i of the joint 32 (hereinafter, the next intermediate joint 32). Therefore, when the gap between the intermediate joint 32 and the rear joint 33 or between the adjacent intermediate joints 32 contracts and disappears due to the tensile force of the spring 32d, the convex part 32b becomes the concave part 33i or the next intermediate joint 32. Since it fits into the recess 32i, the intermediate joint 32 restricts the degree of freedom of movement of the rear joint 33 and the next intermediate joint 32, and in particular restricts movement in the vertical direction.

  In the intermediate joint 32 and the rear joint 33 or between the adjacent intermediate joints 32, not only the horizontal direction both sides but also the vertical direction both sides are provided with a fitting structure similar to the above, thereby restricting the movement in the horizontal direction. You can also By such an arrangement of the fitting structure, movement only in the vertical direction can be restricted, movement only in the horizontal direction can be restricted, and movement in the vertical and horizontal directions can be restricted. That is, in the expansion / contraction part 30, the movement in one direction can be restricted or the movement in two directions can be restricted by the way of assembling the front joint 31 and the intermediate joint 32 and the rear joint 33 described above.

  Further, the long hole portion 32c holds a movement shaft 33h of the rear joint 33 or a movement shaft 32h of the next intermediate joint 32, which will be described later, and the shape of the long hole portion 32c is an oblong rectangle. Within the range in the longitudinal direction of the portion 32c, the moving shaft 33h or the moving shaft 32h is movably held. By providing such a long hole portion 32c and changing the position of the rear joint 33 or the next intermediate joint 32 with respect to the intermediate joint 32, the intermediate joints 32 between the adjacent intermediate joints 32 and the rear joint 33 or adjacent to each other. And the degree of freedom of movement of the rear joint 33 or the next intermediate joint 32 can be changed by the intermediate joint 32.

  For example, as described above, when the gap between the intermediate joint 32 and the rear joint 33 or between the adjacent intermediate joints 32 contracts and disappears due to the tensile force of the spring 32d, the moving shaft 33h or the next intermediate joint The moving shaft 32h of 32 moves to the front side (left side in FIG. 2) of the long hole portion 32c, and the convex portion 32b fits into the concave portion 33i or the concave portion 32i of the next intermediate joint 32. The degree of freedom of 33 or the next intermediate joint 32 is limited.

  On the other hand, as will be described later, a gap between the intermediate joint 32 and the rear joint 33 or between the adjacent intermediate joints 32 is generated by the extension force due to the wind pressure received by the wind receiver 33e or the wind receiver 32e of the next intermediate joint 32. When spread, the moving shaft 33h or the moving shaft 32h of the next intermediate joint 32 moves to the rear side (the right side in FIG. 2) of the long hole portion 32c, and the convex portion 32b becomes the concave portion 33i or the concave portion 32i of the next intermediate joint 32. Therefore, the restriction by the intermediate joint 32 is reduced, and the rear joint 33 or the next intermediate joint 32 is free to move.

  One end of the spring 32d is fixed to the rear end side of the connection portion 32g, and the other end is fixed to the front end side of the connection portion 33g of the rear joint 33 or the connection portion 32g of the next intermediate joint 32 described later. . Although details will be described below, when the speed is lower than the predetermined flight speed, the rear joint 33 or the next intermediate joint 32 is attracted to the cable guide 26 side by the tensile force of the spring 32d.

  The wind receiver 32e is disposed at an angle that opens toward the front side with respect to the outer peripheral surface of the joint body 32a, and pulls the intermediate joint 32 rearward by wind pressure during flight. Then, the strength of the spring 31d, the size of the wind receiver 32e, the angle, and the like are set so that the extension force due to the wind pressure received by the wind receiver 32e when it is equal to or higher than the predetermined flight speed is greater than the tensile force of the spring 31d. . Therefore, when the flight speed is equal to or higher than the predetermined flight speed, a gap between the front joint 31 and the intermediate joint 32 is widened by the extension force caused by the wind pressure received by the wind receiver 32e, and the moving shaft 32h is located behind the elongated hole portion 31c (in FIG. 2). Right side), and the convex portion 31b is not fitted into the concave portion 32i. In FIG. 2, as an example, a total of two wind vanes 32e are provided at the top and bottom in the drawing, but more wind vanes 32e may be provided, or the wind vanes 32e may be provided on the entire outer periphery of the joint body 32a. May be provided.

  The support shaft 32f is rotatably supported by the joint body 32a, and the connection portion 32g is fixed to the support shaft 32f. In other words, the joint body 32a is rotatable with respect to the support shaft 32f. Therefore, when the gap between the front side joint 31 and the intermediate joint 32 widens, the intermediate joint 32 can swing (rotate) around the support shaft 32f.

  Further, as described above, the moving shaft 32h can move the long hole portion 31c in the longitudinal direction. Further, the moving shaft 32h itself is rotatable in the long hole portion 31c. In other words, the joint body 32a can rotate together with the moving shaft 32h. Therefore, when the gap between the front side joint 31 and the intermediate joint 32 widens, the intermediate joint 32 can swing (rotate) around the moving shaft 32h.

  Accordingly, when the gap between the front joint 31 and the intermediate joint 32 widens, the intermediate joint 32 can swing in two directions around the support shaft 32f and around the moving shaft 32h. As described above, since the direction in which the support shaft 32f and the moving shaft 32h are provided can be changed as appropriate, the swing direction of the intermediate joint 32 can also be changed as appropriate.

  The support shaft 32f is fixedly provided on the joint body 32a, or the moving shaft 32h itself is changed to a shape that does not rotate (for example, a shape such as an elongated round rectangle that can move the elongated hole portion 31c). You may change into the structure which the coupling 32 does not rock | fluctuate. In such a configuration, when the gap between the front joint 31 and the intermediate joint 32 widens, the direction in which the intermediate joint 32 can swing is any one of the directions around the support shaft 32f and the movement shaft 32h. Can be restricted to both or both directions.

  In particular, in all the intermediate joints 32, the swinging in both directions around the support shaft 32f and the movement shaft 32h is limited, and in the rear joint 33 described later, the rotation in both directions around the support shaft 33f and the movement shaft 33h is performed. In the case of restricting the swing, when the gap between the front joint 31 and the intermediate joint 32, between the adjacent intermediate joints 32, and between the intermediate joint 32 and the rear joint 33 is widened, the intermediate joint 32 is used. The rear joint 33 moves straight backward without swinging, and even if the cable 23b and the cone 25 are shaken so that the cable 23b and the cone 25 are violated by wind or the like when the entire expansion / contraction part 30 is extended, the cable 23b and the cone 25 Can be prevented from contacting the vertical tail 11.

  The rear joint 33 has a joint body 33a to which the cable 23b is connected on the rear end side, and further includes a plurality of wind vanes 33e provided on the outer peripheral side of the joint body 33a, and the radial direction inside the joint body 33a. A support shaft 33f provided on the connection shaft 33f, a connection portion 33g provided at the center of the support shaft 33f, a moving shaft 33h provided on the connection portion 33g, and a recess 33i formed on the front end side of the joint body 33a. Have. The rear joint 33 is not provided with a configuration corresponding to the convex portion 32b, the long hole portion 32c, and the spring 32d of the intermediate joint 32.

  In the rear joint 33, the wind receiver 33e, the support shaft 33f, and the moving shaft 33h have the same configuration as the wind receiver 32e, the support shaft 32f, and the movable shaft 32h of the intermediate joint 32, and thus description thereof is omitted. Further, the connection portion 33g is only connected to the spring 32d on the front end side thereof. Moreover, the recessed part 33i becomes a shape fitted to the convex part 32b.

  As described above, the front joint 31, the intermediate joint 32, and the rear joint 33 are connected to each other so as to be movable, and are connected to each other by the springs 31d and 32d. By constructing the expansion / contraction part 30 with such a front joint 31, an intermediate joint 32, and a rear joint 33, the intermediate joint 32 and the rear joint 33 move freely or substantially freely at a predetermined flight speed or higher. In addition, when the flight speed is less than the predetermined flight speed, the degree of freedom of movement of the intermediate joint 32 and the rear joint 33 is limited, and the front joint 31, the intermediate joint 32, and the rear joint 33, that is, the telescopic portion 30 is integrated. It becomes a rod-like state.

  The state at the time of flight and stop of the TCS of the present embodiment having the above-described configuration will be described with reference to FIGS.

  At the time of the flight test, the cone 25 receives wind pressure, so that the cables 23a and 23b are stretched, the rear joint 33 is pulled to the rear side, and further, the wind receiver 32e and the rear joint 33 of the intermediate joint 32 of the expansion / contraction part 30. The wind receiver 33e also receives the wind pressure, and the spring 31d of the front joint 31 and the spring 32d of the intermediate joint 32 are extended to form a gap between the joints, whereby the telescopic part 30 is extended. Assuming that the length from the rear end of the stretchable portion 30 to the rear end of the cone 25 is L1, the length of the stretchable portion 30 at the time of contraction is L1, and the length L2 of the stretchable portion 30 at the time of extension is L2> L1 and L3 = L1 + L2> 2 × L1 is the length from the rear end of the pressure hole fitting 24 to the rear end of the cone 25 during flight. This length L3 is provided from the cone 25 to the pressure hole fitting 24 when the cables 23a and 23b are extended during the flight test and the pressure hole fitting 24 is arranged in the atmosphere near the uniform flow behind the aircraft. The length is such that there is no amount of aerodynamic interference with the hole for detecting static pressure.

  Thus, the pressure hole fitting 24 is arranged in the atmosphere near the uniform flow at the rear of the aircraft, and the pressure of the atmosphere introduced from the pressure hole fitting 24 arranged in the atmosphere near the uniform flow is detected by the pressure sensor 22. The flow velocity, that is, the flight speed is obtained from the detected pressure.

  On the other hand, when stopping or flying at low speed, the cable 23a is wound up by the cable winder 21, so that the pressure hole fitting is fitted so that the fairing 41 fits into the receiving portion 28 and extends straight behind the cable guide 26. 24 will be arranged. In addition to this, the expansion / contraction part 30 on the rear end side of the pressure hole fitting 24 is also in an integral rod shape and is arranged to extend straight behind the pressure hole fitting 24. That is, the pressure hole fitting 24 and the expansion / contraction part 30 are disposed so as to extend straight behind the cable guide 26. In this way, the stretchable part 30 itself not only contracts its own length but also prevents it from drooping downward.

  And since the length of the expansion / contraction part 30 at the time of contraction is L1, and the length from the rear end of the expansion / contraction part 30 to the rear end of the cone 25 is L1, even if the cone 25 is shaken by wind or the like, the cable 23b and the cone 25 do not contact the vertical tail 11, and the vertical tail 11 and the cone 25 are not damaged.

  By performing the flight test using the TCS of this embodiment, the flight speed can be measured safely, and the vertical tail 11 and the cone 25 are not damaged. This is advantageous in terms of cost.

  Here, although the wind receiver 32e and the wind receiver 33e are provided in the expansion-contraction part 30, if the extension force by the wind pressure which the cone 25 receives becomes larger than the tensile force of the springs 31d and 32d, the wind receiver 32e. The wind receiver 33e may not be provided. Further, for example, if at least one wind receiver 32e (or wind receiver 33e) is provided and the extension force due to the entire wind pressure including the cone 25 is larger than the tensile force of the springs 31d and 32d, all intermediate portions are provided. It is not necessary to provide the wind receiver 32e and the wind receiver 33e on the joint 32 and the rear joint 33.

  Here, the receiving portion 28 is provided on the rear end side of the cable guide 26. Instead of the receiving portion 28, a receiving portion 70 described later is provided so that the pressure hole fitting 24 is accommodated therein. Also good.

[Example 2]
The TCS of this embodiment will be described with reference to FIGS. Here, FIG. 5 is a diagram for explaining the TCS of the present embodiment, and is a schematic diagram for explaining the configuration behind the cable guide and the rear side of the cable guide. FIG. 6 is a cross-sectional view of the TCS shown in FIG. FIG. 7 is a schematic diagram for explaining a state in which the expansion / contraction part of the TCS shown in FIG. 5 is contracted, and FIG. 8 is a schematic diagram for explaining a state in which the expansion / contraction part of the TCS shown in FIG. FIG. 9 is a schematic diagram for explaining a state in which the expansion / contraction part of the TCS shown in FIG. 5 is fully extended. Here, the TCS cable winder side is the front side, the TCS cone side is the rear side, the vertical direction in the figure is the vertical direction, and the direction perpendicular to the vertical direction in the figure is the horizontal direction.

  Although not shown in the figure, the TCS of the present embodiment is also provided at the rear of the aircraft 10 and includes a cable winder 21, a pressure sensor 22, a cable 23a, a pressure hole fitting 24, a cone 25, and a cable guide 26. These have substantially the same configuration as the conventional TCS described in FIG. Therefore, the same reference numerals are used for the same components as those of the conventional TCS described with reference to FIG.

  As described above, the TCS of the present embodiment is basically the same as the conventional TCS, but the length of the TCS is between the pressure hole fitting 24 and the cone 25 instead of the cable 23b. The point which provides the changing expansion-contraction part 50, the point which provides the fairing 61 of a cone-shaped convex part in the front end side of the pressure hole metal fitting 24, and the accommodation which accommodates the pressure hole metal fitting 24 in the rear end side of the cable guide 26 There is a difference in providing the portion 70.

  The stretchable part 50 is provided in place of the cable 23 b and has an artificial muscle 51 and a bellows 52. The artificial muscle 51 contracts when energized by an energization control unit and an energization wire (not shown), and returns to its original length (extends) when energization is stopped. For the expansion and contraction of the artificial muscle 51, an energization line (not shown) for controlling expansion and contraction is provided inside the cable 23a and the pressure hole fitting 24. As such an artificial muscle 51, a material made of a polymer material that expands and contracts by application of a voltage, an electric field, and a magnetic field can be applied. However, any artificial muscle can be used as long as it can electrically change the stretched state. But it is applicable. It is also possible to apply rubber-based artificial muscle using air pressure.

  However, in the artificial muscle, the length between the pressure hole fitting 24 and the cone 25 may vary depending on the material and circumstances, and the amount of aerodynamic interference from the cone 25 to the pressure hole fitting 24 may also vary. .

  In consideration of this, a bellows 52 that can be expanded and contracted is provided on the outer peripheral side of the artificial muscle 51. The bellows 52 has a function of ensuring the reproducibility of the length of the expansion / contraction part 50 during expansion. In addition, when contracting, along with the artificial muscle 51, the material and structural rigidity of the bellows 52 serve to prevent the stretchable portion 50 from hanging down. That is, the expansion / contraction part 50 curves downward when contracted, but does not sag directly below. Further, the bellows 52 also functions to protect the artificial muscle 51. Therefore, the bellows 52 may be anything as long as it fulfills the functions described above. In consideration of the above-described function, a telescopic multiple tube structure can be applied instead of the bellows 52.

  In addition, the storage unit 70 includes a diameter-expanded portion 71 that has a cylindrical outer periphery of the cable guide 26 that is expanded to the rear side, and a single roller 72 that is provided inside the diameter-expanded portion 71. In this case, the roller 72 is arranged on the lower inner side of the enlarged diameter portion 71. When the cable 23a is wound by the cable winder 21, the pressure hole fitting 24 is guided to the inside of the storage portion 70 at the rear portion of the cable guide 26 by the enlarged diameter portion 71 and the roller 72 of the storage portion 70. As a result, the pressure hole fitting 24 is smoothly accommodated. Further, since the fairing 61 is provided on the front end side of the pressure hole fitting 24, interference with the cable guide 26 and the enlarged diameter portion 71 can be suppressed. The shape of the fairing 61 is a shape that can be smoothly stored without interfering with the storage unit 70 and the like, and can be any other shape as long as it does not interfere with the static pressure detection hole provided in the pressure hole fitting 24. For example, the fairing 61 may be a hemispherical convex portion.

  Assuming the case where the pressure hole fitting 24 sways due to wind or the like, for example, as shown in FIG. 6, in addition to the roller 72 on the lower side, a pair of rollers 72 is arranged on the inner side of the side. The accommodated pressure hole fitting 24 may be supported by the roller 72.

  The state when the TCS of the present embodiment having the above-described configuration is stopped and in flight will be described with reference to FIGS.

  When stopping or flying at a low speed, the cable 23a is wound up by the cable winder 21, and the cable guide 26 is provided with a storage portion 70 having a diameter-expanded portion 71 and a roller 72 at the rear portion thereof. Since the fairing 61 is provided on the front end side of the cable 24, the pressure hole fitting 24 is smoothly accommodated in the rear part of the cable guide 26. At this time, the pressure hole fitting 24 is accommodated in the accommodating portion 70 at the rear portion of the cable guide 26 and is disposed so as to extend straight behind the cable guide 26.

  In addition, since the artificial muscle 51 contracts due to energization when stopped or when flying at low speed, and the bellows 52 contracts accordingly, the stretchable part 50 is made of the material and structure of the artificial muscle 51 and bellows 52. Due to the inherent rigidity, the expansion / contraction part 50 does not hang down directly, but is curved obliquely rearward of the cable guide 26. In this manner, the pressure hole fitting 24 is accommodated in the accommodating portion 70 at the rear of the cable guide 26, and the expansion / contraction portion 50 does not hang directly below. Therefore, even if the cone 25 is shaken by wind or the like, the cone 25 is The vertical tail 11 and the cone 25 are not damaged.

  On the other hand, during the flight, the energization to the artificial muscle 51 is stopped. Then, the artificial muscle 51 tries to return to the original length, and is pulled by the wind pressure received by the cone 25 and expands as shown in FIG. 8, and finally, as shown in FIG. Then, the artificial muscle 51 and the bellows 52 of the stretchable part 50 are fully extended. The length L3 from the rear end of the pressure hole fitting 24 to the rear end of the cone 25 in the fully extended state may be set to a length without an aerodynamic interference amount from the cone 25.

  Thus, the pressure hole fitting 24 is arranged in the atmosphere near the uniform flow at the rear of the aircraft, and the pressure of the atmosphere introduced from the pressure hole fitting 24 arranged in the atmosphere near the uniform flow is detected by the pressure sensor 22. The flow velocity, that is, the flight speed is obtained from the detected pressure.

  By performing the flight test using the TCS of this embodiment, the flight speed can be measured safely, and the vertical tail 11 and the cone 25 are not damaged. This is advantageous in terms of cost.

  Here, the storage portion 70 is provided on the rear end side of the cable guide 26, but the receiving portion 28 described above may be provided in place of the storage portion 70 to hold the pressure hole fitting 24. .

  The present invention is suitable for a trailing cone system used in aircraft flight test measurement.

DESCRIPTION OF SYMBOLS 10 Aircraft 11 Vertical tail 21 Cable winder 22 Pressure sensor 23a, 23b Cable 24 Pressure hole metal fitting 25 Cone 26 Cable guide 28 Receiving part 30 Telescopic part 31 Front side joint 32 Middle joint 33 Rear side joint 41 Fairing 50 Telescopic part 51 Artificial part Muscle 52 Bellows 61 Fairing 70 Storage part 71 Expanded part 72 Roller

Claims (7)

In a trailing cone system having a cone towed from a vertical tail of an aircraft by a cable, and a pressure detector provided on the cable,
A trailing cone system characterized in that an expansion / contraction portion whose length changes is provided between the pressure detection portion and the cone. The trailing cone system according to claim 1,
The stretchable part has a plurality of joints connected to each other so as to be movable,
The trailing cone system, wherein the plurality of joints are connected to each other by an elastic member. The trailing cone system according to claim 2,
A trailing cone system, wherein at least one of the plurality of joints has a wind receiver that receives wind pressure. In the trailing cone system according to claim 2 or 3,
One of the plurality of joints is fixed to an end of the pressure detection unit, and the plurality of joints have a fitting part that fits together when contracted. The trailing cone system according to claim 1,
The telescopic cone system, wherein the expansion / contraction part has an artificial muscle. The trailing cone system according to claim 5,
A trailing cone system comprising a bellows or a multiple tube provided on the outer peripheral side of the artificial muscle. The trailing cone system according to any one of claims 1 to 6,
Provided in the vertical tail, the cable having a cable guide passing through the inside,
A trailing cone system characterized in that a holding portion for holding a front end of the pressure detection unit is provided at a rear end of the cable guide, or a storage unit for storing the pressure detection unit is provided therein.

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