Airspeed tube with measuring structure

Abstract

The utility model provides an airspeed tube with a measuring structure, which comprises an airspeed tube main body, an airspeed tube air inlet arranged at the front end of the airspeed tube main body, an attack angle weather vane arranged at the middle section of the airspeed tube main body, and a sideslip angle weather vane arranged on the airspeed tube main body close to the attack angle weather vane, a weather vane calibration caliper is also arranged on the airspeed tube main body close to the sideslip angle weather vane; and a small exhaust hole is arranged on the airspeed tube main body close to the tail end. In the utility model, the calibrated attack angle weather vane deflects longitudinally under the action of incoming flow, the longitudinal deflection angle is the measured attack angle, the sideslip angle weather vane deflects transversely under the action of incoming flow, and the transverse deflection angle is the measured sideslip angle. The acquisition of the incidence angle and the sideslip angle provides a stable and safe flight guarantee for the aircraft in the extra-large maneuvering flight, and the efficiency and the safety of flight control are remarkably improved.

Description

Technical Field

[0001] This utility model belongs to the field of airspeed tube technology, specifically relating to an airspeed tube with a measuring structure. Background Technology

[0002] A pitot tube is a device used to measure the airspeed of an aircraft. It was invented in the 18th century by the French engineer Henri Pitot. It determines the relative airspeed of an aircraft by measuring the dynamic and static pressure of the airflow, and is an important sensor on aircraft.

[0003] During flight, such as during climb, cruise, or descent, changes in airspeed affect an aircraft's lift and drag. Pilots need to adjust attitude and thrust based on airspeed to maintain optimal flight efficiency, and airspeed is measured using a pitot tube, which is essential for providing critical airspeed data. However, during high-G maneuvers, angle of attack and sideslip angle are also important factors affecting flight safety, navigation, performance, and system control. Existing pitot tubes can only measure the relative airspeed of the aircraft and cannot simultaneously calibrate the angle of attack and sideslip angle. Utility Model Content

[0004] To address the problem that existing pitot tubes can only measure the relative airspeed of an aircraft but cannot simultaneously calibrate the angle of attack and sideslip angle, this invention provides a pitot tube with a measurement structure.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows: a pitot tube with a measuring structure is provided, including a pitot tube body, an air inlet is provided at the front end of the pitot tube body, an angle of attack wind vane is provided at the middle section of the pitot tube body, a sideslip angle wind vane is provided on the pitot tube body near the angle of attack wind vane, a wind vane calibration caliper is also provided on the pitot tube body near the sideslip angle wind vane, and an exhaust hole is provided on the pitot tube body near the tail end.

[0006] As a further explanation of this utility model, a first connecting seat is fixed on the main body of the airspeed tube, the angle of attack wind vane is installed on the first connecting seat, a connecting plate is provided on the main body of the airspeed tube near the first connecting seat, the wind vane calibration caliper is installed on the connecting plate, a second connecting seat is provided on the main body of the airspeed tube near the connecting plate, and the sideslip angle wind vane is installed on the second connecting seat.

[0007] As a further explanation of this utility model, the first connecting seat, the connecting plate and the second connecting seat are all vertically installed on the airspeed tube body, and the second connecting seat is deflected at 90° relative to the first connecting seat.

[0008] As a further explanation of this utility model, the angle of attack wind vane and the sideslip angle wind vane need to be calibrated to zero position using a wind vane calibration caliper before use. After calibration, the angle of attack wind vane will deflect longitudinally under the action of the incoming flow, and the longitudinal deflection angle is the measured angle of attack. The sideslip angle wind vane will deflect laterally under the action of the incoming flow, and the lateral deflection angle is the measured sideslip angle.

[0009] This utility model has the following advantages compared with the prior art:

[0010] This invention provides stable and safe flight assurance for aircraft during high-maneuvering flight by setting an angle-of-attack wind vane in the middle section of the pitot tube body, a sideslip angle wind vane near the angle-of-attack wind vane on the pitot tube body, and a wind vane calibration caliper near the sideslip angle wind vane on the pitot tube body. This allows the calibrated angle-of-attack wind vane and sideslip angle wind vane to measure the angle of attack and sideslip angle respectively, thus significantly improving the efficiency and safety of flight control. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0012] Figure 2 This is a top view of the overall structure of this utility model;

[0013] Figure 3 This is a front view of the overall structure of this utility model;

[0014] Figure 4 This is a bottom view of the overall structure of this utility model;

[0015] Figure 5 This is a rear view of the frontal structure of this utility model.

[0016] Explanation of reference numerals in the attached figures:

[0017] 1-Pneumatic tube body; 11-First connecting seat; 12-Connecting plate; 13-Second connecting seat; 2-Pneumatic tube inlet; 3-Angle of attack wind vane; 4-Wind vane calibration caliper; 5-Side slip angle wind vane. Detailed Implementation

[0018] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0019] like Figures 1-5As shown, this utility model provides a technical solution: a pitot tube with a measuring structure, including a pitot tube body 1. The front end of the pitot tube body 1 is provided with a pitot tube inlet 2, and a small exhaust hole is provided on the pitot tube body 1 near the tail end. The pitot tube inlet 2 is used to send the incoming air into the pitot tube body 1. After passing through the sensor inside the pitot tube body 1, the dynamic pressure can be measured. The small hole on the outer periphery of the pitot tube body 1 measures the static pressure. According to Bernoulli's principle, the air pressure difference is converted into airspeed to obtain the airspeed value. The specific measurement process and principle of static pressure and dynamic pressure in this part belong to the original basic measurement principle of pitot tubes and will not be described in detail.

[0020] An angle-of-attack indicator 3 is provided in the middle section of the main body 1 of the airspeed tube. An indicator calibration caliper 4 is provided on the main body 1 of the airspeed tube near the angle-of-attack indicator 3. A sideslip angle indicator 5 is also provided on the main body 1 of the airspeed tube near the indicator calibration caliper 4.

[0021] A first connecting seat 11 is fixed on the main body 1 of the pitot tube. The angle of attack wind vane 3 is installed on the first connecting seat 11. A connecting plate 12 is provided on the main body 1 of the pitot tube near the first connecting seat 11. The wind vane calibration caliper 4 is installed on the connecting plate 12. A second connecting seat 13 is provided on the main body 1 of the pitot tube near the connecting plate 12. The sideslip angle wind vane 5 is installed on the second connecting seat 13.

[0022] The first connecting seat 11, the connecting plate 12, and the second connecting seat 13 are all vertically mounted on the airspeed tube body 1, and the second connecting seat 13 is deflected at 90° relative to the first connecting seat 11.

[0023] Before use, the angle of attack indicator 3 and sideslip angle indicator 5 need to be calibrated to zero using the indicator calibration caliper 4. During calibration, fix the sideslip angle indicator 5 at the position to be calibrated, align the zero point of the caliper with the central axis of the indicator fixing rod, and then align the head of the indicator with the zero point of the indicator calibration caliper 4. After correctly connecting the host computer to the main body of the pitot tube, use the host computer to perform a zeroing operation. If the angle of attack or sideslip angle value corresponding to the indicator becomes zero, it means that the zeroing is successful. Then connect the pitot tube to the host computer and power on the pitot tube.

[0024] After calibration, the angle of attack wind vane 3 will deflect longitudinally under the influence of the incoming flow. The longitudinal deflection angle is the measured angle of attack. The sideslip angle wind vane 5 will deflect laterally under the influence of the incoming flow. The lateral deflection angle is the measured sideslip angle.

[0025] In summary, the pitot tube in this embodiment, when applied to an aircraft, allows for the acquisition of airspeed, angle of attack, and sideslip angle during flight. The pitot tube enables the aircraft to accurately sense airspeed, ensuring controllability and preventing stall. The acquisition of angle of attack and sideslip angle provides stable and safe flight assurance during highly maneuverable flight, significantly improving the efficiency and safety of flight control.

[0026] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0027] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An air speed tube with a measuring structure, characterized by: The air speed tube body (1) is provided with an air speed tube air inlet (2) at the front end, an angle of attack wind vane (3) at the middle section, a wind vane calibration caliper (4) near the angle of attack wind vane (3), a sideslip angle wind vane (5) near the wind vane calibration caliper (4), and an exhaust small hole near the tail end.

2. The pitot tube with a measuring structure according to claim 1, characterized in that The air speed tube body (1) is fixed with a first connecting seat (11), the angle of attack wind vane (3) is installed on the first connecting seat (11), the air speed tube body (1) is provided with a connecting plate (12) near the first connecting seat (11), the wind vane calibration caliper (4) is installed on the connecting plate (12), the air speed tube body (1) is provided with a second connecting seat (13) near the connecting plate (12), and the sideslip angle wind vane (5) is installed on the second connecting seat (13).

3. The pitot tube with a measuring structure according to claim 2, characterized in that, The first connecting seat (11), the connecting plate (12) and the second connecting seat (13) are all installed vertically on the air speed tube body (1), and the second connecting seat (13) is deflected by 90° relative to the first connecting seat (11).

4. The pitot tube with a measuring structure according to claim 1, characterized in that, The angle of attack wind vane (3) and the sideslip angle wind vane (5) need to be calibrated by the wind vane calibration caliper (4) before use, the angle of attack wind vane (3) is longitudinally deflected by the action of the flow after calibration, the longitudinal deflection angle is the measured angle of attack, and the sideslip angle wind vane (5) is transversely deflected by the action of the flow, and the transverse deflection angle is the measured sideslip angle.

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