JP2016097731A - aircraft - Google Patents

Abstract

PROBLEM TO BE SOLVED: To easily discharge heat stagnating within a region located in rear of a pressure bulkhead of a fuselage of an aircraft to outside of the aircraft.SOLUTION: An aircraft 1 comprises: a vertical tail 20 that defines a tail opening 31; and an aft-fuselage rear part 14 that defines a fuselage opening 32 in a portion covered by the vertical tail 20. The tail opening 31 enables ventilation between an interior and an exterior of the vertical tail 20. The fuselage opening 32 enables ventilation between an interior of the aft-fuselage rear part 14 and the interior of the vertical tail 20. The interior of the aft-fuselage rear part 14 communicates with outside of the aircraft via the fuselage opening 32 and the tail opening 31 located above the fuselage opening 32.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an exhaust heat structure that discharges heat accumulated in an aircraft fuselage to the outside of the aircraft.

The temperature of the aircraft rises due to the heat generated from the devices built into the aircraft body and the solar radiation on the surface of the aircraft. Heated air stays above the interior of the fuselage.
In particular, while the aircraft is parked on the ground, heat does not move sufficiently from the airframe to the outside air as much as when it is in the sky with a low outside air temperature, so heat is likely to stay inside the airframe.

  As a reference example, Patent Document 1 shows a structure for discharging heat in a supersonic machine. In Patent Document 1, heat generated by friction between the airframe surface and the atmosphere due to supersonic flight is cooled by fuel inside the main wing. In order to suppress the temperature rise of the fuel, the air in the cabin is sent downward from the opening of the cabin ceiling through the path between the cabin interior and the outer shell, introduced into the turbine near the main wing, and depressurized by the turbine. Is fed into the hollow chamber below the main wing.

JP-A-9-169299

A member / device for generating high heat such as a duct of compressed air supplied from an auxiliary power unit (APU) or a hydraulic pump is provided in a region behind the pressure partition of the body. In addition, the area behind the pressure bulkhead has a smaller heat dissipation area because the body is thinner than the preload area ahead of it, so there is less heat escape and the heat density is higher.
Therefore, heat stays particularly in the region behind the pressure bulkhead in the airframe, and the upper part inside the region becomes high temperature. It is necessary to protect the structural members of the fuselage from such heat retention.
In particular, since the heat density is high in the rear part of a small machine such as a regional jet, heat retention becomes serious.
Here, in the place where heat stays, the air flows in a stable state because there is little air flow. For this reason, it is difficult to send hot air downward through a predetermined path and discharge it outside the apparatus.

  An object of the present invention is to provide an aircraft capable of easily discharging heat accumulated in a region located behind the pressure bulkhead of an aircraft fuselage to the outside of the aircraft.

A first aircraft according to the present invention includes a vertical tail that defines a first opening, and a fuselage that defines a second opening at a location covered by the vertical tail.
The first opening allows ventilation between the inside and outside of the vertical tail.
The inside of the fuselage and the inside of the vertical tail can be ventilated by the second opening.
The interior of the fuselage communicates with the outside of the machine through the second opening and the first opening located above the second opening.

  In the above configuration, based on the temperature difference and the density difference between the inside of the fuselage and the outside of the aircraft, the inside of the fuselage is passed from the inside of the fuselage through the second opening, the inside of the vertical tail and the first opening located above the second opening. Create a flow of air towards With this flow, the heat inside the fuselage can be easily discharged out of the machine. As a result, heat accumulation in the fuselage can be reduced, so that the aircraft can be protected from high heat.

  In the present invention, it is sufficient that the first opening and the second opening each have at least one.

In the first aircraft of the present invention, it is preferable to include a duct located inside the vertical tail and connecting the first opening and the second opening.
By connecting the first opening and the second opening with a duct, the heat inside the fuselage can be reliably discharged out of the machine.
Since the duct is located inside the vertical tail, it does not affect flight performance.

In the first aircraft of the present invention, it is preferable that the duct extends upward from a proximal end portion connected to the second opening to a distal end portion connected to the first opening.
If it does so, the flow in a duct will also flow smoothly upwards, following the shape of a duct, without staying on the way. Therefore, since the flow rate of the flow exhausted through the exhaust heat system including the second opening, the duct, and the first opening can be ensured, heat retention can be quickly reduced.
“Upwardly extending” includes not only extending upward, but also extending obliquely upward.

In the first aircraft of the present invention, the vertical tail defines a pair of first openings on the left and right sides of the vertical tail, and the duct connects the first opening and the second opening of one of the pair. At the same time, it is preferable to connect the other first opening and the second opening.
If it does so, even if any one 1st opening of a pair raise | generates clogging, waste heat can be performed by the other 1st opening. That is, redundancy is ensured.

In the first aircraft of the present invention, the first opening has one or a plurality of openings, and the vertical tail has at least one of the first openings on the front side of the vertical tail body that is a structural member responsible for the strength of the vertical tail. Alternatively, it is preferable to define the rear side of the vertical tail body.
Then, the first opening can be formed in the vertical tail without affecting the strength of the vertical tail.

In the first aircraft of the present invention, there may be one or a plurality of first openings, and the vertical tail defines at least one first opening above 1/2 of the height of the vertical tail. preferable.
In that case, since the distance from the second opening to the first opening is larger than the case where the first opening is formed at ½ or less of the height of the vertical tail, the flow rate is ensured to be large and the exhaust heat efficiency is improved. Can be improved.
Furthermore, it is preferable that a drainage channel for discharging water from the inside of the vertical tail to the outside is disposed at the bottom of the vertical tail or in the vicinity thereof.
Water that has entered the interior of the vertical tail through the first opening opened to the outside of the machine can be discharged to the outside of the machine through the drainage channel.

In the first aircraft of the present invention, it is preferable that the fuselage defines a second opening whose diameter is increased toward the inside of the fuselage.
If it does so, since the pressure loss of the flow which goes through the 2nd opening and goes to the exterior from the inside of a trunk can be reduced, exhaust heat efficiency improves.

  A second aircraft according to the present invention includes a fuselage defining a first opening at an upper portion of a region located behind the pressure bulkhead, and the inside of the fuselage region communicates with the outside of the aircraft through the first opening. It is characterized by.

In the above configuration, the first opening is located above the heat accumulation portion in the fuselage and functions as an exhaust heat path for discharging the heat inside the fuselage to the outside of the machine.
A flow through the first opening is generated based on a temperature difference and a density difference between the inside of the fuselage and the outside air. This flow allows the heat inside the fuselage to be easily discharged to the outside of the machine, so that heat retention can be reduced.

In the second aircraft of the present invention, an aerodynamic cover facing the first opening is preferably provided.
If it does so, since it will become a negative pressure with respect to the airflow of the circumference at the time of flight on the back side of an aerodynamic cover, the air inside a fuselage will be sucked out through the 1st opening. As a result, since the flow through the first opening is promoted, heat can be efficiently exhausted.
In addition, the aerodynamic cover can prevent water from entering the body through the first opening.

In the second aircraft of the present invention, it is preferable that the fuselage defines a first opening whose diameter is increased toward the inside of the fuselage.
If it does so, since the pressure loss of the flow which goes through the 1st opening and goes to the exterior from the inside of a trunk can be reduced, exhaust heat efficiency improves.
In particular, it is preferable that the first opening has a bell mouth shape.

In the second aircraft of the present invention, the fuselage preferably defines a third opening in a region located behind the pressure bulkhead, and can be ventilated inside and outside the fuselage through the third opening.
As the heat inside the fuselage is discharged to the outside of the machine, outside air is taken into the fuselage through the third opening. In this way, the air enters and exits the inside and outside of the fuselage, so that the heat inside the fuselage can be continuously discharged to the outside of the machine, and heat retention can be reduced.
Further, when the third opening is formed in the lower part of the fuselage, water can be drained through the third opening even if water enters the machine through the first opening.

In the first and second aircrafts of the present invention, it is preferable that a louver having a plurality of blades is disposed in the first opening.
Due to the louver blade, water can be prevented from entering directly into the airframe through the first opening.

In the first and second aircrafts of the present invention, it is preferable that an opening / closing mechanism capable of opening / closing the first opening is provided.
By closing the first opening as required by the opening / closing mechanism, water can be prevented from entering the machine.
A valve or a shutter can be used as the opening / closing mechanism.
The opening / closing mechanism has a lid covering the first opening and a bimetal made of a metal member having a different linear expansion coefficient, and opens the first opening by transmitting the deformation of the bimetal due to a temperature rise to the lid. There may be.
By utilizing the deformation of the bimetal, the first opening can be opened and closed in a timely manner without using power.

A horizontal tail can also be used as a path for discharging the heat in the fuselage.
A third aircraft according to the present invention includes a horizontal tail defining a first opening, a vertical tail defining a second opening at a location covered by the horizontal tail, and a fuselage defining a third opening at a location covered by the vertical tail. And.
The interior of the fuselage communicates with the outside of the machine through the third opening, the second opening located above the third opening, and the first opening located above the second opening.

Heat can also be exhausted from the fuselage to the outside via the horizontal tail without going through the vertical tail.
A fourth aircraft according to the present invention includes a horizontal tail that defines the first opening, and a fuselage that defines the second opening at a location covered by the horizontal tail.
The interior of the fuselage communicates with the outside of the machine through the second opening and the first opening located above the second opening.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to discharge | emit easily the heat | fever staying in the inside of the area | region located back rather than the pressure partition of the fuselage | body of an aircraft.

It is a schematic diagram which shows the fuselage rear part and vertical tail of the aircraft which concern on 1st Embodiment. It is a perspective view which shows the structure of the vertical tail of FIG. 1, and a heat exhaust duct. It is a schematic diagram which shows the fuselage rear part and vertical tail of the aircraft which concerns on 2nd Embodiment. It is a figure which shows the modification of 2nd Embodiment. It is a schematic diagram which shows the fuselage rear part of the aircraft which concerns on 3rd Embodiment. It is a schematic diagram which shows the opening and aerodynamic covering of the trunk | drum rear part of 3rd Embodiment. (A) is a schematic diagram which shows opening of the trunk | drum rear part which concerns on 4th Embodiment, (b) And (c) is a figure which shows a modification. (A) is a schematic diagram which shows opening of the vertical tail which concerns on 5th Embodiment, (b) is a figure which shows a modification. Both (a) and (b) are schematic views showing the opening of the vertical tail according to the sixth embodiment. It is a schematic diagram which shows the fuselage rear part and vertical / horizontal tail of the aircraft which concerns on the modification of this invention. (B) is the Xb-Xb sectional view taken on the line (a). It is a schematic diagram which shows the fuselage rear part and vertical / horizontal tail of the aircraft which concerns on the other modification of this invention. (B) is the XIb-XIb sectional view taken on the line of (a).

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
[First Embodiment]
An aircraft 1 according to the present embodiment shown in FIG. 1 includes a fuselage 10, a vertical tail 20, and a main wing and a horizontal tail (not shown).
The constituent members of the body 10 are made of a metal material such as an aluminum alloy or a fiber reinforced resin such as a carbon fiber reinforced resin. The same applies to the components of the vertical tail 20.

The fuselage 10 includes a front trunk (not shown) located on the nose side and a rear trunk 12 located on the tail side. A pressure partition wall 13 is provided inside the rear cylinder 12. The pressure bulkhead 13 divides a pressurized area such as a cabin, a cargo, and a flight deck located in front of the pressure bulkhead and a non-pressurized area behind the pressurized area.
Hereinafter, the area behind the pressure bulkhead 13 in the rear cylinder 12 is referred to as a rear trunk rear part 14, and the area in front of the pressure bulkhead 13 is referred to as a rear trunk front part 15.
A vertical tail 20 is provided on the upper part 146 of the rear trunk rear part 14.

  As shown in FIG. 2, the rear trunk rear portion 14 includes a plurality of annular frames 141, a skin 142 provided on the outer periphery of the frames 141, and a plurality of stringers 143 provided on the back side of the skin 142. Yes.

  As shown in FIGS. 1 and 2, the vertical tail 20 is a ladder which is a vertical tail body 200, a front edge 21 provided on the front side of the vertical tail body 200, and a moving blade provided on the rear side of the vertical tail body 200. The rear edge 23 including 22 (the rudder) and the strake 24 (strake) located at the rear end of the rear edge 23 are provided. The strake 24 is provided with a fairing (not shown).

The vertical tail body 200 is a structural member responsible for strength.
As shown in FIG. 2, the vertical tail body 200 includes a plurality of ribs 201, a left skin 202 (FIG. 1) and a right skin 203 (FIG. 2) supported by the ribs 201, and skins 202 and 203. A stringer 204 provided on the back side of the front spar 205, a front spar 205 connecting the plurality of ribs 201 on the front side, and a rear spar 206 connecting the rear side. In FIG. 2, the skin 202 is seen through.

The leading edge 21 plays a role of adjusting the airflow at the leading edge of the vertical tail 20.
The front edge 21 is opposed to the front spar 205 of the vertical tail body 200, the column 21 </ b> F positioned at the foremost end of the vertical tail 20, the left panel 21 </ b> L (FIG. 1) that forms the left side surface of the front edge 21, 21 includes a right panel 21 </ b> R (FIG. 2) that forms the right side surface of the 21, and a plurality of supports 21 </ b> S that support the column 21 </ b> F on the front spar 205.

The column 21 </ b> F rises obliquely upward with respect to the rear trunk rear portion 14 from a base end provided on the rear trunk rear portion 14 via a base member (not shown).
The right panel 21R is provided between the support post 21F and the front spar 205 of the vertical tail body 200. The surface of the right panel 21R is smoothly continuous with the surface of the right skin 203 of the vertical tail body 200. Similarly, the left panel 21 </ b> L (FIG. 1) is also provided between the support post 21 </ b> F and the front spar 205, and the surface is smoothly continuous with the surface of the left skin 202.

As shown in FIG. 1, the rear trunk rear portion 14 is formed so as to become gradually thinner toward the rear end. A hydraulic pump 16 for operating a moving blade such as a ladder 22 or an elevator is installed inside the rear trunk rear portion 14. A plurality (two in this case) of hydraulic pumps 16 are prepared to ensure reliability by redundancy.
Further, an auxiliary power unit 17 (APU) used mainly as a power source of the aircraft 1 during parking is installed inside the rear trunk rear part 14. The auxiliary power unit 17 is disposed in an APU chamber 170 partitioned by a partition wall 18 in the vicinity of the rear end of the rear trunk rear part 14.
The bleed air (compressed air) from the auxiliary power unit 17 is supplied to an air conditioner (not shown) and other devices installed in front of the pressure bulkhead 13 through the duct 17A. The duct 17A passes through the partition wall 18 and the pressure partition wall 13 and is routed forward.

The temperature of the hydraulic pump 16 and the duct 17A through which the compressed air flows is very high. The temperature of the duct 17A reaches, for example, about 200 ° C. The high heat is transmitted to the surrounding air, and the air whose density is reduced by being heated rises with respect to the air having a higher density than that, so that the heat tends to be trapped above the inside of the rear waist portion 14. FIG. 1 shows a heat reservoir H staying in the upper portion of the rear barrel rear portion 14.
In the heat reservoir H where the flow of air is small, air with heat forms a layer.

A plurality of ventilation openings 34 and 35 (third openings) for ventilation are formed in the rear trunk rear portion 14. Air enters and exits the inside and outside of the rear waist portion 14 through these ventilation openings 34 and 35. In this way, the pressure inside and outside the rear cylinder rear part 14 is balanced, and excessive stress is prevented from acting on the rear cylinder rear part 14 due to the pressure difference between the inside and outside.
Ventilation openings 34 and 35 are provided in the lower part 147 of the rear trunk rear part 14. The ventilation openings 34 and 35 are located below the trunk opening. The form of the ventilation openings 34 and 35 is not limited to the louver or the access panel, but is arbitrary.
The lower portion 147 generally refers to a range from the 4 o'clock position to the 8 o'clock position in the cross section of the rear trunk rear portion 14.

In the present embodiment, the ventilation opening 34 is provided with a louver 341.
The ventilation opening 35 of the present embodiment is formed in an access panel 350 that is provided for servicing a device installed inside the rear trunk rear portion 14.
Even in the case where no louver opening, access panel opening, or the like is formed in the rear trunk rear part 14, for example, the joints of the skin 142 of the rear trunk rear part 14 and the gaps existing between the constituent members are formed in the ventilation opening 34 and the ventilation opening 35. Can function in the same way.

The aircraft 1 includes an exhaust heat structure 30 that discharges the heat accumulation H to the outside of the aircraft.
As shown in FIG. 1, the exhaust heat structure 30 includes a first exhaust heat system 301 and a second exhaust heat system 302.
The first exhaust heat system 301 and the second exhaust heat system 302 each have a tail opening 31 (first opening) formed in the vertical tail 20 and a fuselage formed at a location covered by the vertical tail 20 in the rear trunk rear portion 14. An opening 32 (second opening) and a heat exhaust duct 33 connecting the body opening 32 and the tail opening 31 are provided.
The heat removal structure 30 discharges the heat accumulation H inside the rear trunk rear portion 14 to the outside of the machine.

The first exhaust heat system 301 is located on the front side of the rear trunk rear portion 14 and includes a tail opening 31 (31A), a trunk opening 32 (32A), and an exhaust heat duct 33 (33A).
The second exhaust heat system 302 includes a tail opening 31 (31B), a fuselage opening 32 (32B), and an exhaust heat duct 33 (33B).
By providing these two heat exhaust systems 301 and 302, redundancy is ensured. That is, even if one of the exhaust heat systems 301 and 302 is clogged with foreign matter or dust, the other can exhaust heat.

First, components included in the first exhaust heat system 301 will be described in order.
As shown in FIG. 2, the fuselage opening 32 (32 </ b> A) is formed so as to penetrate the skin 142 in the thickness direction at a portion covered by the vertical tail body 200 at the upper part 146 of the rear trunk rear part 14. The interior of the rear trunk rear portion 14 and the interior of the vertical tail body 200 are communicated with each other through the body opening 32 and the through hole of the rib 201 that forms the bottom of the vertical tail body 200.
Since the trunk opening 32 is formed in the upper portion 146 of the rear trunk rear portion 14, the trunk opening 32 is located above the heat reservoir H that stays above the rear trunk rear portion 14.
In the state where the body opening 32 (32A) and the body opening 32B described later are formed, the body 10 is sufficiently strong enough to meet the aerodynamic load.

The tail opening 31 (31 </ b> A) is formed on the front edge 21 of the vertical tail 20 above the fuselage opening 32. A pair of tail blade openings 31 are formed through the left panel 21L (FIG. 1) and the right panel 21R of the front edge 21 in the thickness direction of the panel.
Even if either one of the pair of tail opening 31 or 31 is clogged, the other can exhaust heat. That is, redundancy is ensured.

  In the state where the tail opening 31 is formed, the strength of the vertical tail 20 corresponding to the aerodynamic load is sufficiently secured. Here, since the tail opening 31 is formed in the leading edge 21 instead of the vertical tail body 200 responsible for the strength, the tail opening 31 can be formed in the vertical tail 20 without affecting the strength of the vertical tail 20. . The same applies to the tail opening 31B located in the region behind the vertical tail body 200 as will be described later.

The exhaust heat duct 33 (33 </ b> A) is provided inside the vertical tail 20 and connects the fuselage opening 32 and the tail opening 31.
The exhaust heat duct 33 has a base end portion 331 located on the fuselage opening 32 side and a tip end portion 332 located on the tail opening 31 side.
The exhaust heat duct 33 is fixed to the frame 141, the skin 142, the stringer 143, the rib 201 of the vertical tail 20, the front spar 113, the support 21S, and the like using a fixing tool (not shown). The member that supports the exhaust heat duct 33 can be appropriately selected from the members listed above.

The exhaust heat duct 33 of the present embodiment rises from the base end portion 331 toward the front edge 21, passes through the inside of the through hole 113A of the front spar 113, branches to the left and right, and the left tail opening 31 and the right side It extends toward the tail opening 31. Accordingly, the exhaust heat duct 33 has a left tip portion 332L and a right tip portion 332R.
A branch point 33C of the heat exhaust duct 33 is located in a space S1 surrounded by the column 21F, the front spar 205, and the support 21S located at the lowest position. The positions of the two front end portions 332L and 332R of the exhaust heat duct 33 also correspond to this space S1.

The base end 331 of the exhaust heat duct 33 is located inside or in the vicinity of the fuselage opening 32 through the through hole 201A of the rib 201 that forms the bottom of the vertical tail body 200. The base end portion 331 and the body opening 32 can be set to the same diameter.
A seal member and a coupling member are interposed between the skin 142 in which the body opening 32 is formed and the base end portion 331 as necessary.
The left panel 21L and the right panel 21R of the front edge 21 where the tail opening 31 is formed, and the front end portions 332L and 332R are also provided with a seal member and a coupling member as necessary.

  The exhaust heat duct 33 extends from the base end portion 331 to the left end portion 332 </ b> L without going down midway. Similarly, from the base end portion 331 of the heat exhaust duct 33 to the right end portion 332R, it extends upward without going down midway.

The fuselage opening 32 (32B), the tail opening 31 (31B), and the exhaust heat duct 33 (33B) constituting the second exhaust heat system 302 located on the rear side of the rear trunk rear part 14 are also the first exhaust heat system described above. The fuselage opening 32 (32A) 301, the tail opening 31 (31A), and the exhaust heat duct 33 (33A) have the same characteristics.
Hereinafter, only differences from the components of the first exhaust heat system 301 will be described.
The position of the trunk opening 32 (32 </ b> B) of the second exhaust heat system 302 corresponds to the position of the strake 24 positioned at the rear end of the rear edge 23.
The strake 24 is disposed at a corner portion formed by the rear edge 23 and the rear waist portion 14, and is fixed to the rear waist portion 14.
The strake 24 has a frame formed in a box shape having a triangular shape in a side view, and a panel provided on the outside of the frame.
The trunk opening 32 (32 </ b> B) passes through the skin 142 of the rear trunk rear portion 14 immediately below the strake 24. The interior of the rear trunk rear portion 14 and the interior of the stroking 24 communicate with each other through the trunk opening 32 and an opening formed in the panel of the stroking 24.
The tail opening 31 (31B) is formed through the panel in the thickness direction on the left side surface and the right side surface of the strake 24, respectively.

  As described above, in the second exhaust heat system 302, although the positions of the fuselage opening 32B and the tail opening 31B are different from the first exhaust heat system 301, the exhaust heat duct 33B connecting the fuselage opening 32B and the tail opening 31B is Similarly to the heat exhaust duct 33A of the first heat exhaust system 301, it rises from the base end portion 331 corresponding to the trunk opening 32B, branches in the middle, and extends to the front end portions 332 and 332 corresponding to the left and right tail opening 31B, respectively. ing. And it extends toward the upper part gradually from the base end part 331 to the front-end | tip parts 332 and 332, without becoming a downward slope on the way.

With reference to FIG. 1, a mechanism for discharging the heat reservoir H staying in the rear trunk rear portion 14 to the outside by the exhaust heat structure 30 of the aircraft 1 described above will be described.
Since the exhaust heat mechanism by the 1st exhaust heat system 301 and the 2nd exhaust heat system 302 is the same, below, without distinguishing the opening of the 1st exhaust heat system 301 and the 2nd exhaust heat system 302, simply Description will be made by referring to the fuselage opening 32, the tail opening 31, and the exhaust heat duct 33.

  As described above, heat is accumulated above the inside of the rear trunk rear portion 14 and a heat accumulation H is formed. The temperature of the heat reservoir H may reach, for example, 100 ° C. or higher. It is necessary to prevent the members constituting the body 10 from being damaged by the high heat of the heat reservoir H.

Hereinafter, it is considered that the heat accumulation H is discharged outside the aircraft while the aircraft 1 is parked on the ground. During parking, since the auxiliary power unit 17 is operated as a power source of the aircraft 1, the amount of heat generated inside the rear trunk rear part 14 is large. For this reason, heat is easily accumulated inside the rear trunk rear portion 14 and stays.
The exhaust heat structure 30 generates an air flow F1 that flows from the inside of the rear trunk rear portion 14 to the outside through the fuselage opening 32, the exhaust heat duct 33, and the tail opening 31 based on the temperature difference, that is, the density difference of the air. . Then, the heat accumulation H is reduced by discharging the heat inside the rear trunk rear portion 14 to the outside by the flow F1.
Here, the air temperature difference is the difference between the temperature of the atmosphere outside the machine and the temperature of the heat reservoir H, and the air density difference is the difference between the density of the atmosphere outside the machine and the density of the heat reservoir H. It is. Even in regions and seasons when the outside air temperature is very high, the temperature of the heat accumulation H is higher than the outside air temperature.
Since the heat reservoir H has a higher temperature and a lower density than the atmosphere outside the machine, the air rises from the heat reservoir H toward the outside of the machine, and a flow F1 is generated.

As the air inside the rear trunk rear part 14 is exhausted to the outside by the flow F1, outside air is taken in from one or both of the ventilation opening 34 and the ventilation opening 35 in the lower part 147 of the rear trunk rear part 14. It is. The flow is indicated by F2.
During parking, the heat generated from the auxiliary power unit 17 and the hydraulic pump 16 is continuously discharged to the outside by the air flows F1 and F2, so that the heat accumulation H is reduced.
The operation described above is known as the chimney effect. That is, the heat reservoir H in the rear trunk rear portion 14 corresponds to high-temperature air in the chimney, the ventilation openings 34 and 35 correspond to air intake portions in the lower part of the chimney, the fuselage opening 32, the exhaust heat duct 33, and the tail opening 31. Since the exhaust heat path including the exhaust corresponds to the exhaust part at the upper part of the chimney, the ventilation opening is caused by the pressure difference between the inside and outside of the opening caused by the pressure difference of the height from the ventilation opening 34, 35 to the tail opening 31. Hot air can be exhausted through the fuselage opening 32, the exhaust heat duct 33, and the tail opening 31 (flow F1) while taking in outside air through the flow lines 34 and 35 (flow F2).

By the way, when the temperature of the fuselage increases due to solar radiation, the temperature difference between the inside of the rear trunk rear part 14 and the skin 142 and the vertical tail body 200 of the rear trunk rear part 14 becomes small. For this reason, since the heat transfer coefficient between them decreases, it is difficult to sufficiently dissipate the heat inside the rear trunk rear portion 14 to the skin 142 and the vertical tail body 200 and further to the outside air.
Even in such a case, according to the exhaust heat structure 30, the air flow F <b> 1 through the exhaust heat path constituted by the fuselage opening 32, the exhaust heat duct 33, and the tail opening 31, and the rear trunk rear part 14. With the air flow F <b> 2 taken into the inside, the heat inside the rear body rear portion 14 can be reliably and easily discharged outside the apparatus, and the heat accumulation H can be reduced.

Even when flying over the air, high pressure is generated inside the rear trunk rear portion 14 by the hydraulic pump 16 that is operating. Further, since the auxiliary power unit 17 is activated when some of the engines are stopped, the auxiliary power unit 17 also generates high heat inside the rear trunk rear portion 14.
Even when flying over the air, as in parking, the heat inside the rear trunk rear portion 14 is discharged to the outside by the air flows F1 and F2.
Although the solar radiation is strong in the sky compared to the ground, the outside air temperature is significantly lower, so that the heat inside the rear waist 14 is sufficiently dissipated to the skin 142 and the vertical tail body 200 based on the temperature difference from the outside air temperature. This also reduces the heat accumulation H.

The exhaust heat structure 30 according to the present embodiment includes the first exhaust heat system 301 and the second exhaust heat system 302 that extend upward from the heat reservoir H toward the outside of the machine, and thus these exhaust heat systems. Using the upward flow F <b> 1 passing through 301, 302, as described above, the heat inside the rear trunk rear portion 14 can be discharged out of the machine reliably and easily. As a result, the heat accumulation H can be reduced, and damage to the structural member due to the heat accumulation H can be prevented.
The present embodiment is particularly useful in a small machine in which the heat density inside the rear trunk rear portion 14 tends to be high.

  Here, since the exhaust heat duct 33 extends so as to rise from the fuselage opening 32 toward the tail opening 31, the flow F <b> 1 in the exhaust heat duct 33 follows the shape of the exhaust heat duct 33 in the middle. Smoothly flows upward without stagnation. Therefore, since the flow rate of the flow F1 exhausted through the first exhaust heat system 301 and the second exhaust heat system 302 can be secured, the heat accumulation H can be quickly reduced.

  The exhaust heat structure 30 of the present embodiment is composed of two openings 31 and 32 and an exhaust heat duct 33, and since there are no movable parts, the reliability can be more sufficiently ensured. Further, since it is sufficient to provide the exhaust heat structure 30 by forming the fuselage opening 32 and the tail blade opening 31 and providing the exhaust heat duct 33, compared with the case where a device such as a cooler for cooling the heat reservoir H is installed. Thus, the weight of the aircraft 1 can be reduced.

  In addition, according to the present embodiment, in an emergency in which the pressure partition wall 13 is damaged, air that has flowed from the preload area into the rear body rear part 14 based on the pressure difference is transferred to the first exhaust heat system 301 and the second exhaust system. The air can be exhausted outside the apparatus through the thermal system 302. Since the exhaust by the first exhaust heat system 301 and the second exhaust heat system 302 and the exhaust by the ventilation openings 34 and 35 can prevent the pressure inside the rear body rear portion 14 from rapidly increasing when the pressure partition wall 13 is damaged. , Flight safety can be ensured.

In the present embodiment, the air density and pressure of the heat reservoir H in the vicinity of the fuselage opening 32 are ρi and Pi, respectively, and the heat reservoir H and the temperature in the rear trunk rear portion 14 that is the same as the temperature of the atmosphere outside the machine. The air density and pressure in the vicinity of the boundary layer with air (the lower end of the heat reservoir H) are ρo and Po, respectively, and the gravitational acceleration is g.
Ρi in the heat reservoir H having a relatively high temperature is smaller than ρo in the vicinity of the boundary layer having a relatively low temperature,
If the pressure difference caused by buoyancy is ΔP,
ΔP = Po−Pi = gρo (h + Δh) −gρi (h + Δh) = g (h + Δh) (ρo−ρi) (1)
It becomes. Here, h is the difference in height between the tail opening 31 and the fuselage opening 32, and Δh is the thickness of the heat accumulation H layer.
If the volume of air flowing into the exhaust heat duct 33 from the body opening 32 is Vo, the mass is mo, and the flow velocity is uo, the law of conservation of energy
ΔP ・ Vo = 1/2 ・ mo ・ uo ² (2)
It becomes.
Here, since ρo = mo / Vo,
From equation (1)
uo = √ (2 g · (h + Δh) · (ρo−ρi) / ρo) (3)
And
As the height difference h between the fuselage opening 32 and the tail opening 31 increases, the flow velocity u1 of the air flowing from the fuselage opening 32 into the exhaust heat duct 33 increases, and a so-called chimney effect is obtained.
Therefore, the effect of increasing the flow rate of the flow F1 is obtained, which is preferable from the viewpoint of improving exhaust heat efficiency. From this viewpoint, the tail opening 31 may be formed at a higher position of the vertical tail 20 and the heat exhaust duct 33 may be raised to a higher position.
However, considering the pressure loss due to friction with the inner wall of the exhaust heat duct 33 connecting the fuselage opening 32 and the tail opening 31 and the weight increase corresponding to the length of the exhaust heat duct 33, the fuselage opening 32 and the tail opening It is preferable to determine the distance to 31.

When rainwater or water used for cleaning the fuselage flows into the exhaust heat duct 33 through the tail opening 31 opened to the outside of the aircraft, and further flows into the rear trunk rear part 14 through the fuselage opening 32 The water is drained from ventilation openings 34 and 35 formed in the lower part 147 of the rear trunk rear part 14.
When the drainage opening is formed in the lower part 147 of the rear trunk rear part 14 separately from the ventilation openings 34 and 35, the ventilation openings 34 and 35 need not be formed in the lower part 147. In that case, the ventilation openings 34 and 35 can be formed at any location of the rear waist portion 14.

  In order to ventilate the inside and outside of the rear trunk rear part 14, it is sufficient to have two openings, that is, an inlet into the rear trunk rear part 14 and an outlet from the rear trunk rear part 14. Therefore, if the trunk opening 32 formed in the rear trunk rear part 14 is also used for ventilation, it is sufficient to have at least one opening in addition to the trunk opening 32. Therefore, it is sufficient if only one of the ventilation openings 34 and 35 is provided. Even in such a case, the flow F1 and the flow F2 can be secured, and the heat can be sufficiently exhausted to the outside through the fuselage opening 32 and the tail opening 31.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIG.
In the following embodiments, a description will be given focusing on a configuration that is different from the first embodiment. The same code | symbol is attached | subjected to the structure similar to 1st Embodiment.
The aircraft 2 according to the second embodiment includes the fuselage opening 32 described above and a tail opening 36 formed in the vertical tail 20.

A plurality of tail openings 36 are arranged on the left side surface of the vertical tail 20 shown in FIG. Each tail opening 36 is formed in the skin 202 of the vertical tail body 200.
These tail openings 36 are located above 1/2 of the height 20T rising from the rear trunk rear portion 14 of the vertical tail 20.
A plurality of tail openings 36 are similarly formed on the right side surface of the vertical tail 20.

The exhaust heat structure 40 in the present embodiment does not include the above-described exhaust heat duct 33, and includes a fuselage opening 32 and a plurality of tail opening 36. A plurality of fuselage openings 32 may be formed at locations where the rear trunk rear portion 14 is covered by the vertical tail body 200.
The inside of the rear trunk rear portion 14 communicates with the outside through the fuselage opening 32, the interior of the vertical tail 20, and each tail opening 36.
Even if the exhaust heat duct 33 is not provided, the exhaust heat structure 40 is provided with the exhaust heat path of the first embodiment in that an exhaust heat path that extends upward from the inside of the rear trunk rear portion 14 to the outside of the machine is formed. Similar to structure 30. Therefore, also in the present embodiment, a flow F1 from the fuselage opening 32 toward each tail opening 36 is generated based on a temperature difference and a density difference between the inside of the rear waist portion 14 and the outside air, and a flow F2 is also generated accordingly. . And since the heat inside the rear trunk rear portion 14 is discharged to the outside by the flow F1, the heat accumulation H can be reduced.

  In the present embodiment, the tail opening 36 is located at a high position on the vertical tail 20, and the distance from the fuselage opening 32 to the tail opening 36 is larger than the distance from the fuselage opening 32 to the tail opening 31 in the first embodiment. . Therefore, a large flow rate of the flow F1 can be ensured, so that heat can be efficiently exhausted.

In the present embodiment, one or a plurality of trunk openings 32 can be provided. The same applies to the tail opening 36.
It is preferable that the fuselage opening 32 and the tail opening 36 each have a larger number because there is less pressure loss in the exhaust heat path.
The tail opening 36 can also be provided in a lower region of ½ or less of the rising height 20T of the vertical tail 20, and heat can also be exhausted from the lower tail opening 36.
The number, position, and diameter of each of the fuselage opening 32 and the tail opening 36 can be determined as appropriate in consideration of pressure loss, air resistance during flight, and the like.

When rain water or washing water flows into the vertical tail 20 through the tail opening 31 opened to the outside of the machine, the rear trunk is removed from the clearance S2 corresponding to the clearance set between the vertical tail 20 and the rear trunk rear part 14. Water flows out along the surface of the rear part 14.
Further, the water flowing from the inside of the vertical tail 20 into the inside of the rear trunk rear part 14 through the trunk opening 32 is drained from the ventilation openings 34 and 35 of the lower part 147 of the rear trunk rear part 14.

In the present embodiment, as shown in FIG. 4, a part of the drainage channel 370 that discharges water from the inside of the vertical tail 20 toward the outside surface of the rear trunk rear portion 14 at or near the bottom of the vertical tail 20. It is preferable to arrange a water guide 37 constituting the above.
The drainage channel 370 includes a water guide 37 and a gap S2 between the vertical tail 20 and the rear trunk rear portion 14.
The water guide 37 is provided with a gradient in which water flows down, and the water guide 37 guides the water flowing into the vertical tail 20 through the tail opening 36 to the gap S2 as indicated by the arrow and discharges it to the outside. Can be made.
The water inside the vertical tail 20 also flows in a direction crossing the paper surface of FIG. 4 and is discharged to the outside of the rear trunk rear portion 14.
As shown in FIG. 4, when the water guide 37 is formed so as to descend from the peripheral edge portion of the trunk opening 32 toward the gap S <b> 2, water flows into the rear trunk rear portion 14 through the trunk opening 32. It can drain out of the machine without any trouble.

[Third Embodiment]
Next, a third embodiment of the present invention will be described with reference to FIG.
The aircraft 3 according to the third embodiment includes a fuselage opening 38 (first opening) formed at a location not covered by the vertical tail 20 of the upper portion 146 of the rear trunk rear portion 14.
The body opening 38 is formed in an upper portion 146 of the rear body rear portion 14 located behind the pressure bulkhead 13.
The upper portion 146 generally refers to the range from the 10 o'clock position to the 2 o'clock position in the cross section of the rear waist portion 14.

The trunk opening 38 penetrates the skin 142 of the rear trunk rear portion 14 in the thickness direction. The interior of the rear trunk rear portion 14 communicates with the outside of the machine via the trunk opening 38.
The body opening 38 is located above the heat reservoir H and functions as an exhaust heat path for discharging the heat inside the rear body rear portion 14 to the outside of the machine.
A flow F1 passing through the body opening 38 is generated based on a temperature difference and a density difference between the inside of the rear body rear portion 14 and the outside air. And since the heat inside the rear trunk rear portion 14 is discharged to the outside by the flow F1, the heat accumulation H can be reduced.

  According to the present embodiment, the heat inside the rear trunk rear portion 14 can be reliably discharged by the simple structure including only the trunk opening 38 that directly communicates the inside of the rear trunk rear portion 14 and the outside of the machine.

Further, according to the present embodiment, in the same way as described in the first embodiment, air that has flowed from the preload area into the rear body rear part 14 based on the pressure difference in an emergency in which the pressure partition wall 13 is damaged is discharged. Exhaust air can be exhausted through the fuselage opening 38. By exhausting through the fuselage opening 38 and exhausting through the ventilation openings 34 and 35, it is possible to avoid a sudden increase in the pressure inside the rear trunk rear portion 14 when the pressure bulkhead 13 is damaged, and thus flight safety can be ensured. .
In the present embodiment, one or a plurality of trunk openings 38 can be provided.

In the third embodiment, as shown in FIG. 6, an aerodynamic cover 39 facing the body opening 38 can be provided. The aerodynamic cover 39 covers the body opening 38 from the front. The ventilation of the trunk opening 38 is secured.
During flight, the aerodynamic cover 39 can regulate the airflow along the rear trunk rear portion 14.
Moreover, since a negative pressure is generated with respect to the surrounding airflow at the time of flight on the rear side of the aerodynamic cover 39, the air inside the rear trunk rear portion 14 is sucked out through the fuselage opening 38 to the outside. As a result, since the flow F1 passing through the body opening 38 is promoted, heat can be efficiently exhausted.
In addition, the aerodynamic cover 39 can suppress the intrusion of water from the body opening 38.

[Fourth Embodiment]
Next, a fourth embodiment of the present invention will be described with reference to FIG.
In the fourth embodiment, the shape of the trunk opening formed in the rear trunk rear portion 14 will be described.
The body opening 41 shown in FIG. 7A is enlarged in a bell mouth shape toward the inside of the rear trunk rear portion 14. Thereby, since the pressure loss of the flow F1 passing through the trunk opening 41 is reduced, a large flow rate of the flow F1 can be ensured.
The bell mouth-shaped body opening 41 can be formed on the skin 142 of the rear trunk rear portion 14 as shown in FIG. 7 (a), or pasted on the back side of the skin 142 as shown in FIG. 7 (b). The combined panel 144 and skin 142 can be formed continuously.

Alternatively, as shown in FIG. 7C, a member 145 having an arcuate cross section provided around the body opening 41 is provided on the back side of the skin 142, and the periphery of the body opening 41 and the inner periphery of the member 145 are used. A bell mouth shape can also be realized.
In that case, it is preferable to form a plurality of through holes 145A or slits in the member 145 in the vicinity of the corner portion formed by the member 145 and the skin 142. Then, hot air can be released from the through hole 145 </ b> A through the trunk opening 41 without the hot air staying between the member 145 and the skin 142.

The fuselage opening 41 shown in FIGS. 7A to 7C can be used as the fuselage opening 32 of the first and second embodiments or as the fuselage opening 38 of the third embodiment.
Alternatively, it can be adopted as the tail opening 36 of the second embodiment.

[Fifth Embodiment]
Next, a fifth embodiment of the present invention will be described with reference to FIG.
In the fifth embodiment, a configuration that can be preferably applied to an opening opened outside the apparatus will be described.
The tail opening 42 shown in FIG. 8A is formed in the vertical tail 20 similarly to the tail opening 31 (FIG. 1) of the first embodiment or the tail opening 36 (FIG. 3) of the second embodiment. A louver 43 is disposed inside the opening 42.

The louver 43 has a plurality of blades 431 extending in the horizontal direction.
Each blade 431 is inclined such that the end edge 431B on the inner side (the inner side of the vertical tail 20) is positioned above the end edge 431A on the outer side of the blade 431.

  Even if rainwater or water used to clean the aircraft is poured from the outside of the aircraft into the tail opening 42, the inclined blades 431 of the louver 43 allow water to flow outside the aircraft. Infiltration can be avoided.

  A louver 44 having a plurality of blades 441 extending in the vertical direction can also be disposed in the tail opening 42 as shown in FIG. By the blades 441 of the louver 44, it is possible to prevent water from directly entering the inside of the airframe through the tail opening 42. In addition, the airflow that includes heat and rises upward can be smoothly discharged with little pressure loss through the gap S3 extending in the vertical direction between the blades 441 and 441.

By arranging a plurality of blades inside the tail opening 42, water can be prevented from entering directly into the airframe through the tail opening 42. Therefore, the blades of the louver are not limited to the above directions. The direction can be set.
The louver having a plurality of blades can be preferably applied to the body opening 38 (FIG. 5) of the third embodiment opened to the outside of the machine.

[Sixth Embodiment]
Next, a sixth embodiment of the present invention will be described with reference to FIG.
Also in the sixth embodiment, a configuration that can be preferably applied to an opening opened to the outside of the apparatus will be described.

A tail opening 45 indicated by a one-dot chain line in FIG. 9A is formed in the vertical tail 20 similarly to the tail opening 31 (FIG. 1) of the first embodiment or the tail opening 36 (FIG. 3) of the second embodiment. Yes.
The member 29 of the vertical tail 20 in which the tail opening 45 is formed is provided with an opening / closing mechanism 46 that can open and close the tail opening 45.

The opening / closing mechanism 46 includes a lid 47, a bimetal 48, and a rod 49.
The lid 47 covers the tail opening 45 from the outside of the machine. An upper end 471 of the lid 47 is provided on the member 29 of the vertical tail 20.
The bimetal 48 is a laminate of two types of metal members having different linear expansion coefficients, and has a first layer 481 having a large linear expansion coefficient and a second layer 482 having a small linear expansion coefficient. One end of the bimetal 48 is a fixed end 48A fixed to the member 29 on the lower end side of the tail opening 45, and the other end of the bimetal 48 is a free end 48B.
The rod 49 transmits the deformation of the bimetal 48 due to the temperature change to the lid 47. The lower end 491 of the rod 49 is supported by the free end 48B side of the bimetal 48. The upper end 492 of the rod 49 is abutted against the back side of the lid 47.

Regarding the opening of the lid 47, the upper end 492 of the rod 49 following the deformation of the bimetal 48 corresponds to the force point P1, and the upper end 471 of the lid 47 fixed to the member 29 corresponds to the fulcrum P2. An action point P3 is present on the lower end 472 side of the lid 47.
When the temperature of the bimetal 48 rises due to the heat discharged from the tail opening 45, as shown in FIG. 9B, the first layer 481 disposed on the side farther from the fulcrum P2 in the bimetal 48 is more than the second layer 482. It extends and the free end 48B is displaced upward in the figure. The lower end 472 side of the lid 47 is pushed up and opened by the upper end 492 of the rod 49 interlocked with this displacement. Due to the positional relationship between the fulcrum P2, the force point P1, and the action point P3, the displacement amount of the lid 47 is larger than the displacement amount of the bimetal 48.
Thereafter, when the temperature drops and the bimetal 48 is restored, the lid 47 is closed by its own weight (FIG. 9A).

The opening / closing mechanism 46 using the bimetal 48 closes the lid 47 as shown in FIG. 9A when heat is not discharged from the tail opening 45. In this state, it is possible to avoid rainwater and washing water from entering the aircraft body from the tail opening 45.
In addition, as described above, although the solar radiation is stronger in the sky than the ground, the outside air temperature is significantly lower, so the skin 142 and the vertical tail body are heated based on the temperature difference from the outside temperature. It is possible to sufficiently dissipate heat to 200. In view of this, according to the opening / closing mechanism 46 having the above structure, there is a heat accumulation H inside the rear trunk rear part 14, and the lid 47 can be opened and exhausted only when the exhaust heat is necessary. When there is no need for this, the lid 47 can be closed to prevent water from entering.
Since the opening / closing mechanism 46 uses the deformation of the bimetal 48, the opening can be opened and closed in a timely manner without using power.

The opening / closing mechanism 46 is also suitable for the trunk opening 38 (FIG. 5) of the third embodiment that is open to the outside of the machine.
Note that the opening / closing mechanism 46 of the sixth embodiment can also be applied to an opening that is not open to the outside of the machine, that is, a trunk opening 32 that is formed at a location covered by the vertical tail 20 at the rear trunk rear portion 14. The same applies to the louvers 43 and 44 of the fifth embodiment.

  In addition to the above, as long as the gist of the present invention is not deviated, the configuration described in the above embodiment can be selected or changed to another configuration as appropriate.

The heat exhaust path from the rear trunk rear portion 14 to the outside of the machine may include a horizontal tail.
The horizontal tail 20H of the aircraft shown in FIGS. 10A and 10B is provided so as to cover part of the left and right side surfaces of the vertical tail 20V.
In this aircraft, a horizontal tail opening 51 (first opening) is formed in the horizontal tail 20H, and a vertical tail opening 52 (second opening) is formed at a location covered by the horizontal tail 20H in the vertical tail 20V. .

The horizontal tail opening 51 is formed in each of the left and right horizontal tails 20H.
The vertical tail opening 52 is also formed on each of the left and right side surfaces of the vertical tail 20V. The openings 51 and 52 located on the left correspond to each other, and the openings 51 and 52 located on the right correspond to each other.

  Each horizontal tail opening 51 is open to the outside of the machine and is located above the vertical tail opening 52. The corresponding horizontal tail opening 51 and vertical tail opening 52 are preferably connected by a duct.

Similar to the first embodiment, a trunk opening 32 is formed at a location covered by the vertical tail 20V in the rear trunk rear portion 14. Each vertical tail opening 52 is located above the fuselage opening 32.
The fuselage opening 32 and the vertical tail opening 52 are preferably connected by a duct similar to the exhaust heat duct 33 (FIG. 2). The duct can be connected to a duct connecting the vertical tail opening 52 and the horizontal tail opening 51.

According to the above configuration, the exhaust heat path that connects the inside of the rear trunk rear portion 14 and the outside of the machine is formed through the fuselage opening 32, the vertical tail opening 52, and the horizontal tail opening 51, so the first embodiment. Similarly, the heat reservoir H in the rear trunk rear part 14 can be easily exhausted to the outside of the machine.
It is preferable that the duct constituting the exhaust heat path is formed in an ascending gradient that does not descend midway. If it does so, the heat accumulation H in the back trunk rear part 14 can be smoothly exhausted outside the apparatus without staying in the middle of the path.

The horizontal tail 20H of the aircraft shown in FIGS. 11A and 11B is provided so as to cover a part of the left and right side walls of the rear trunk rear portion 14 in the upper portion of the rear trunk rear portion 14.
In this aircraft, a horizontal tail opening 51 (first opening) is formed in the horizontal tail 20H, and a fuselage opening 32 (second opening) is formed at a location covered by the horizontal tail 20H in the rear trunk rear portion 14. .

The horizontal tail opening 51 is formed in each of the left and right horizontal tails 20H.
The body opening 32 is also formed in each of the left and right side walls of the rear body rear portion 14. The openings 51 and 32 located on the left correspond to each other, and the openings 51 and 32 located on the right correspond to each other.

  The horizontal tail opening 51 is open to the outside of the machine and is located above the fuselage opening 32. The horizontal tail opening 51 and the fuselage opening 32 are preferably connected by a duct.

  According to the above configuration, since the exhaust heat path is formed through the fuselage opening 32 and the horizontal tail opening 51 to communicate the inside of the rear trunk rear part 14 and the outside of the machine, the rear trunk is formed as in the first embodiment. The heat accumulation H in the rear portion 14 can be easily exhausted to the outside of the machine.

1-3 Aircraft 10 Body 12 Rear body 13 Pressure bulkhead 14 Rear body rear (body)
15 Rear trunk front 16 Hydraulic pump 17 Auxiliary power unit 17A Duct 18 Bulkhead 20 Vertical tail 21 Front edge 21F Strut 21L Left panel 21R Right panel 21S Support 22 Ladder 23 Trailing edge 24 Stroke 29 Member 30 Heat exhaust structure 31 1 opening)
31A Tail opening 31B Tail opening 32 Body opening (second opening)
32A fuselage opening 32B fuselage opening 33 heat exhaust duct (duct)
33A Exhaust heat duct 33B Exhaust heat duct 33C Junction point 34, 35 Ventilation opening (third opening)
36 Tail opening (first opening)
37 Water guide 38 Body opening (first opening)
40 heat exhaust structure 41 fuselage opening 42 tail opening 43 louver 44 louver 45 tail opening 46 opening / closing mechanism 47 lid 48 bimetal 48A fixed end 48B free end 49 rod 113 front spar 113A through hole 141 frame 142 skin 143 stringer 144 panel 145 member 145A through Hole 146 Upper part 147 Lower part 170 APU chamber 200 Vertical tail body 201 Rib 202 Skin 203 Skin 204 Stringer 205 Front spar 206 Rear spar 301 First heat exhaust system 302 Second heat exhaust system 331 Base end 332 Tip end 332L Left end 332R Right end 341 Louver 350 Access panel 370 Drainage channel 431 Blade 431A Edge 431B Edge 441 Blade 471 Upper end 481 First layer 482 Second layer 491 Lower end 492 Upper end F1 Flow F2 It is P1 emphasis P2 fulcrum P3 acting points S1 space S2 gap S3 gap

Claims (17)

A vertical tail defining a first opening;
A fuselage defining a second opening at a location covered by the vertical tail,
The first opening allows ventilation between the inside and outside of the vertical tail,
The inside of the fuselage and the inside of the vertical tail can be ventilated by the second opening,
The interior of the fuselage communicates with the outside of the machine body through the second opening and the first opening located above the second opening.
An aircraft characterized by that. A duct located inside the vertical tail and connecting the first opening and the second opening;
The aircraft according to claim 1. The duct is
Extending upward from the base end connected to the second opening to the tip connected to the first opening,
The aircraft according to claim 2. The vertical tail is
Defining a pair of the first openings on the left and right sides of the vertical tail,
The duct is
Connecting the first opening and the second opening of one of the pair, and connecting the other first opening and the second opening;
The aircraft according to claim 2 or 3, characterized in that. There are one or a plurality of the first openings,
The vertical tail is
Defining at least one of the first openings on the front side of the vertical tail body, which is a structural member responsible for the strength of the vertical tail, or on the rear side of the vertical tail body;
The aircraft according to any one of claims 1 to 4, characterized in that: There are one or a plurality of the first openings,
The vertical tail is
Defining at least one of the first openings above ½ of the height of the vertical tail;
The aircraft according to claim 1. At or near the bottom of the vertical tail,
A drainage channel for discharging water from the inside of the vertical tail to the outside is arranged,
The aircraft according to claim 6. The body is
Defining the second opening having an enlarged diameter toward the inside of the body;
The aircraft according to any one of claims 1 to 7, characterized in that A fuselage defining a first opening at the top of the region located behind the pressure bulkhead;
The inside of the region of the fuselage communicates with the outside of the machine through the first opening.
An aircraft characterized by that. An aerodynamic cover facing the first opening;
The aircraft according to claim 9. The body is
Defining the first opening having a diameter expanded toward the inside of the body;
The aircraft according to claim 9 or 10, characterized in that The body is
Defining a third opening in the region located behind the pressure bulkhead;
The third opening allows ventilation between the inside and outside of the body.
The aircraft according to any one of claims 1 to 11, characterized in that: A louver having a plurality of blades and disposed in the first opening;
The aircraft according to any one of claims 1 to 12, characterized in that: An opening / closing mechanism capable of opening and closing the first opening;
The aircraft according to any one of claims 1 to 12, characterized in that: The opening / closing mechanism is
A lid covering the first opening;
Bimetals made of metal members having different linear expansion coefficients,
Transmitting the deformation of the bimetal due to a temperature rise to the lid to open the first opening;
The aircraft according to claim 14. A horizontal tail defining a first opening;
A vertical tail defining a second opening at a location covered by the horizontal tail,
A fuselage defining a third opening at a location covered by the vertical tail,
The interior of the fuselage communicates with the outside of the machine through the third opening, the second opening located above the third opening, and the first opening located above the second opening. ing,
An aircraft characterized by that. A horizontal tail defining a first opening;
A fuselage that defines a second opening at a location covered by the horizontal tail,
The interior of the fuselage communicates with the outside of the machine body through the second opening and the first opening located above the second opening.
An aircraft characterized by that.

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