HK1077790B - Aircraft probe assembly - Google Patents

Description

Aircraft probe assembly

The present application is a divisional application of chinese patent application No. 99807706.2.

Technical Field

The present invention relates generally to a multi-functional aircraft sensor probe that can obtain flight data and/or information (e.g., attack, sideslip, airspeed, altitude, and/or vertical velocity) based on airflow pressure conditions of an aircraft flight profile.

Background

Known are multi-function aircraft sensor probes such as the multi-function aircraft probe components disclosed in the cited US5544526 patent to bayer (Baltins) et al. The probe assembly of US5544526 to bayer et al, among others, generally comprises a probe rotatable in the direction of gas flow and additionally provided with a dynamic pressure port located substantially midway between a pair of pressure ports, the two pressure ports being symmetrical about the probe stagnation line. A set of air pressure output ports may also be provided, and each port communicates with a corresponding air pressure port in the probe.

Thus, when the pressures in the pair of ports are balanced, the pressure at the output port communicating with the ports is substantially P1, and P1 is a monotonic function of static pressure (atmospheric pressure) over a wide range of flight speeds (e.g., from Mach 0.1 to supersonic). On the other hand, when the air pressure in the air pressure gauge is balanced, the dynamic pressure gauge directly measures the air flow pressure. As a result, the dynamic pressure output port communicating with the dynamic pressure detecting port displays the maximum air flow pressure P₀，P₀Is a monotonic function of total pressure (ram) over a wide range of flight speeds. These pressures P₁And P₀Can be mathematically converted to actual total pressure (ram) and pure static pressure (barometric pressure) without any aircraft attack and/or sideslip dependent errors, and can utilize the probe to obtain flight data information such as attack and/or sideslip, as well as primary flight data such as flight speed, altitude, and/or vertical velocity.

The multi-function probe of the disclosed patent US5544526 to bayer's (Baltins) et al is improved by providing a pair of measuring ports circumferentially spaced apart, the pair of ports having a function of measuring an attack degree and a function of measuring air pressure data, respectively. The probe designed according to the invention is particularly suitable for reducing the impact of complex impact systems, developing a probe for supersonic flight, and therefore improving the performance of the measurement of the pressure of the gas flow.

Disclosure of Invention

Thus, in one aspect of the invention, a multi-function aircraft probe is provided with a distal probe member projecting outwardly from the aircraft surface, operatively connected thereto and rotatably mounted relative to its projecting axis. The probe member is provided with a dynamic pressure sensing port located centrally (i.e., substantially in line with the stagnation line of the probe), and a pair of inner and outer gas pressure sensing ports circumferentially spaced from each other symmetrically with respect to the dynamic pressure sensing port. Preferably, each of the outer pneumatic pressure sensing ports is circumferentially spaced from the central dynamic pressure sensing port by 90 ° (i.e., circumferentially spaced from each other by 180 ° so that the latitudes of each other are opposite) while each of the inner pneumatic pressure sensing ports is circumferentially spaced from the central dynamic pressure sensing port by 45 ° (i.e., circumferentially spaced from each other by 90 °), in such a manner that the functionality of aggressiveness is fully maintained without relying on the functionality of air pressure data measurements by the probe assembly.

Specifically, the invention proposes an aircraft probe assembly comprising:

a hollow generally conical probe member having a pressure port formed therein;

a generally triangular splitter blade having a leading edge and a trailing edge and nested in the probe member; wherein

The separator vane includes a channel-shaped channel along the leading edge thereof and is in fluid communication with the pressure port in the probe member.

In particular, the invention proposes an aircraft probe assembly comprising: a hollow conical probe part, in which a dynamic pressure detecting port is arranged; a triangular separating blade having a leading edge and a trailing edge and sleeved into the probe part; characterised in that the separator vane comprises a channel-shaped channel extending along the leading edge and in fluid communication with the dynamic pressure port in the probe member.

The probe element includes a discharge orifice and wherein the separator vane includes a drainage groove opening into the trough-shaped channel of the leading edge and a drainage channel communicating at one end with the drainage groove and at the other end with the discharge orifice.

The probe member includes at least one pair of circumferentially spaced pneumatic pressure ports on an outer surface thereof, each of the at least one pair of pneumatic pressure ports being circumferentially symmetrically spaced from the dynamic pressure port, and wherein the separator blade includes a pair of laterally extending projections forming a through hole communicating with the pneumatic pressure ports.

The through-holes are triangular.

The separating blade is a triangular planar structure in which the projections extend outwardly from respective side walls of the separating blade.

These and other aspects and improvements of the invention will become apparent from the following detailed description of the preferred embodiments.

Reference is made to the accompanying drawings, which are presented below, wherein like reference numerals designate like parts in the various views, and wherein,

drawings

FIG. 1 is a partial perspective view of a preferred sensor assembly according to the present invention at the nose of an aircraft;

FIG. 2 is an enlarged, fragmentary, cross-sectional view of a preferred sensor assembly of the present invention as viewed through the aircraft fuselage as it flows adjacent the airflow along line 2-2 of FIG. 1;

FIG. 2A is a rear partial perspective view of the preferred sensor assembly shown in FIG. 2;

FIG. 3 is a partially exploded perspective view of the preferred sensor assembly of the present invention shown in FIG. 2;

FIG. 4 is an enlarged side perspective view of a rotary air pressure measuring blade used in the preferred sensor assembly of the present invention;

FIG. 5 is an enlarged front perspective view of the rotary air pressure measuring blade of FIG. 4;

FIG. 6 is a top view of the rotating air pressure measuring blade of FIG. 4;

FIG. 7 is a perspective view of the rotary air pressure measuring vane of FIG. 4 separated.

Detailed Description

Referring to fig. 1, there is shown a partial perspective view of an aircraft AC having an aircraft sensor probe assembly 10 attached to a forward fuselage section FS in accordance with the present invention. The probe assembly projects from the surface of the aircraft fuselage FS along a projecting axis Ap so as to be perpendicular to the flight flow. At this point, while the aircraft sensor probe assembly 10 is shown in FIG. 1 as projecting downwardly from the aircraft AC, it will be appreciated that the probe assembly could also project from the side of the aircraft AC, if desired. Thus, like the sensor assembly disclosed and claimed in Bayer (Baltins) et al, US5544526, the probe assembly 10 of the present invention may be projected out of the aircraft in any desired orientation to reduce the effects of multi-axis rotation of the aircraft. Thus, if the angle of flight is measured while minimizing the effect of aircraft sideslip angle, it may be desirable to design the probe assembly 10 to project laterally. Alternatively, if the sideslip angle of the aircraft is measured while minimizing the effect of aircraft aggressiveness, it may be desirable to design the probe assembly to project downwardly as shown in the figures.

The airflow direction/pressure data obtained by the probe assembly 10 of the present invention may be transmitted to the flight instruments and/or flight guidance system on the aircraft via conventional electronic/pneumatic lines connected to the sensor housing 14 (see fig. 2). Accordingly, the internal structure and function of the housing 14 may be as described in U.S. Pat. No. 5,5544526 to Bayer, et al, and a detailed description of the same is omitted herein.

As best seen in FIGS. 2 and 3, the probe assembly 10 generally includes a housing 14, a generally conically shaped hollow probe member 16, a mounting rim 14-1 and a separator blade 18. The mounting edge 14-1 is provided to enable the probe assembly 10 to be mounted on a support member S attached to the fuselage FS of an aircraft such that the housing 14 is provided in the fuselage FS and the probe elements 16 extend outwardly along the projecting axis Ap. The separator blade 18 is entirely located in the cavity of the probe member 16 and is fixed thereto as a unit with the probe member 16 in a manner rotatable about the projecting axis Ap.

A conically hollow probe member 16 is pivotally mounted on the housing 14 about a probe projection axis Ap. The probe element 16 is provided with a central dynamic pressure port 20 which is in line with the stagnation line of the probe element (or at the maximum gas flow pressure at the surface of the probe element) and which coincides with the projecting axis Ap of the probe element. The test port 20 is preferably an elongated slot having an elongated axis generally aligned with the protruding axis Ap.

A pair of pneumatic pressure ports 22 and 24 provided at the proximal end and a pair provided at the distal end are provided on the probe element 16, respectively, and are symmetrically circumferentially spaced from the central dynamic pressure port 20. In this case, each of the ports 22, 24 is preferably circumferentially symmetrically spaced 45 from port 20 (i.e., so that the pair of inner pressure ports 22 and 24 at the proximal and distal ends are circumferentially spaced 90 from each other, respectively). Each side opening 22, 24 is preferably an elongated slot having a longitudinal extent generally aligned with the direction of the projection axis Ap. In addition, as shown in the portion of FIG. 2, the ports 22, 24 at the proximal end and at the distal end are longitudinally aligned with one another.

A pair of external air pressure ports 26 are also provided on the probe member 16. Preferably, each outer pneumatic pressure port 26 is circumferentially symmetrically spaced 90 from the central dynamic pressure port 20 (i.e., such that the pneumatic pressure ports 26 are physically diametrically opposed to each other on the outer surface of the probe element 16). As shown in FIG. 2, the pair of outer gas pressure ports 26 are located on the outer surface of probe member 16 adjacent to the pair of ports 22 and 24 disposed at the distal end. As with ports 20, 22 and 24 discussed above, port 26 is preferably an elongated slot having a longitudinal extent generally aligned with the direction of projection axis Ap. Thus, each of the ports 20, 22 and 24 is preferably tapered and faces the pointed tip of the conical probe member 16. That is, the ports 20, 22 and 24 are tapered so as to have a substantially constant included angle, that is, a taper that is the same as the taper of the probe element 16.

The separator vanes 18 are shown more clearly in figures 4-7. The separator vane 18 is preferably a one-piece triangular shaped structure sized and dimensioned to fit closely within the conical interior of the probe element 16 between its converging leading and trailing edges 32 and 34, respectively. Thus, the tips of the separator blades 18 are provided with a conical portion 30 which opposes the inner surface of the probe member 16 at its respective tip.

The leading edge 32 of the separator blade 18 is provided with an elongated leading edge channel-shaped channel 36, which channel 36 is in line with and in fluid communication with the central dynamic pressure port 20 when the separator blade 18 is engaged with the probe element 16. The pressure conditions in the leading slot-shaped channel 36 are communicated through channel 36-1 to a pressure sensing component (e.g., either contained within the housing 14 and/or within the flight system on the aircraft). Thus, tubular conduit 36-2 is preferably inserted into channel 36-1 to facilitate connection with an associated pressure sensing element, not shown.

Between the leading and trailing edges 32, 34 thereof are a pair of opposed side tabs 38 extending outwardly from each side wall of the separator vane 18. The outer surface of the side projection 38 is a convex curved surface 38-1 whose generatrix coincides with the inner surface of the conical probe element 16. In particular, when splitter blade 18 is installed in probe member 16, surface 38-1 of tab 38 is in contact with the interior of probe member 16. Contact between the terminating convexly curved surface 38-1 and the probe member 16 allows heat generated by electrical resistance to be transferred to the probe member 16 to prevent ice build-up near the test port 26 during flight.

The side tabs 38 cooperate to define a generally triangular through-hole 38-2 extending transversely relative to the plane of the separating blade 38 between the two surfaces 38-1 (i.e., between the opposing leading and trailing edges 32, 34). When splitter vane 18 is positioned within hollow probe member 16, outer pneumatic side port 26 is in line with and in fluid communication with throughbore 38-2. The pressure conditions detected by the outer pneumatic side port 26 and present in the through bore 38-2 in fluid communication therewith may be communicated to an associated pressure sensor and/or pressure instrument on the aircraft via a tubular conduit 38-3 (shown in FIG. 7).

A pair of planar side vanes 40 extend substantially perpendicular to both sides of the separator vane 18. Its terminating edge 40-1 is convexly curved so as to conform to a generatrix adjacent the conical inner surface of probe element 16. Thus, these convexly curved terminal edges 40-1 contact the inner surface of the hollow probe member 16 when the separator blade 18 is nested in the probe member. The contact between terminating edge 40-1 and probe member 16 allows heat generated by electrical resistance to be conducted to probe member 16 to prevent ice accumulation near ports 22 and/or 24. In addition, it is apparent that the side vanes 40 are located in the lower portion of the probe member 16 adjacent the air pressure port 22.

A leading groove-shaped channel 36 with a drainage groove 42 is provided near the triangular base of the separator vane 18. A pair of symmetrical laterally extending wedge members 44 disposed near the trailing edge of the separator vane 18 include respective drain passages 46. Each drainage channel has a port 46-1 (shown in FIG. 7) opening into the drainage groove 42, and an adjacent port 46-2 (shown in FIG. 6) in alignment with the drainage hole 48 on the trailing side (shown in FIG. 2A) of the probe element 16.

The base of the separator vane 18 is provided with an elongate key 50 which extends between the leading edge 32 and the trailing edge 34. Keys 50 are sized and configured to mate with corresponding slots (not shown) of the associated components of the interior housing in base 14 to which they are attached.

It is worth mentioning that the pressure chamber formed between the splitter vane 18 and the inner surface of the hollow conical probe member is in fluid communication with the internal air pressure ports 22, 24. The chamber is connected by means not shown via the housing 14 to a pressure sensor pressure instrument on the aircraft. In a similar manner, the cavity formed by leading edge channel 36 and throughbore 38-2 may be connected to an on-board pressure sensor pressure instrument via housing 14. The electrical signal indicative of the rotation of the probe element may likewise be connected by a conventional cable, in a similar manner to that described in the above-mentioned bayer (Baltins) et al, US 5544526.

While the sensor probe assembly 10 of the present invention is illustrated and described in a generally conical geometry, it is to be understood that this is the preferred embodiment of the present invention and is not to be taken as a limitation thereof. The sensor probe assembly 10 of the present invention may be designed in other non-conical geometries such as cylindrical, three-dimensional curvilinear configurations, and the like. Those skilled in the art may select the exact geometric form of the probe assembly 10 to be designed to meet the above requirements depending on the intended environment and/or application of the probe.

While the invention has been described in terms of various tests and preferred embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.

Claims (5)

1. An aircraft probe assembly (10) comprising:

a hollow conical probe member (16) having a dynamic pressure port (20) therein;

a triangular separator blade (18) having a leading edge (32) and a trailing edge (34) and nested in the probe member (16); it is characterized in that

The separation blade (18) comprises a channel-shaped channel (36) extending along the leading edge (32) and being in fluid communication with the dynamic pressure port (20) in the probe part (16).

2. The aircraft probe assembly of claim 1, wherein said probe element (16) includes a vent hole (48), and wherein said separator vane (18) includes a drainage groove (42) opening into a channel-shaped channel (36) of said leading edge (32), and a drainage channel (46) communicating at one end with said drainage groove (42) and at another end with said vent hole (48).

3. The aircraft probe assembly as in claim 1, wherein said probe member (16) includes at least one pair of circumferentially spaced pneumatic ports on an outer surface thereof, each of said at least one pair of pneumatic ports being circumferentially symmetrically spaced from said dynamic pressure port (20), and wherein said separator blade (18) includes a pair of laterally extending lugs (38) defining a through bore (38-2) communicating with said pneumatic ports.

4. The aircraft probe assembly of claim 3, wherein the through-hole (38-2) is triangular.

5. The aircraft probe assembly as in claim 4, wherein said separator blade (18) is a triangular planar structure with said nubs (38) extending laterally outwardly from respective sidewalls of said separator blade.