JP7675684B2 - Silencer - Google Patents

Description

This disclosure relates to a sound absorbing device.

A noise suppression device for conducting operational tests of an aircraft body is known (see, for example, Patent Document 1). Such a noise suppression device has an aircraft housing section that houses the aircraft, and the aircraft housing section is provided with an intake port that draws in air when the engine is running, and an exhaust port that exhausts gas exhausted from the engine.

Japanese Patent Application Publication No. 11-152095

In the above-mentioned noise suppression device, the aircraft housing section is formed to be large enough so that the wings do not interfere with the walls or ceiling when the entire aircraft is stored. In this configuration, a large space is formed between the aircraft and the left and right walls and ceiling of the aircraft housing section. In this case, when the engine is running, air taken in from the intake port flows through this space along the aircraft, walls and ceiling, creating a swirling flow. Depending on the aircraft model, this swirling flow may cause the engine operation to become unstable.

The silencer described in Patent Document 1 is configured to gradually narrow the aircraft housing section behind the engine by tilting it toward the center in the left-right direction, thereby suppressing the generation of swirling airflow. However, although this configuration makes it possible to properly test the aircraft, it is necessary to implement this configuration in advance when installing a new silencer, and it is difficult to modify and implement an existing silencer.

The present disclosure has been made in consideration of the above, and aims to provide a noise suppression device that allows for proper testing of the aircraft and can be easily implemented on existing noise suppression devices.

The noise suppression device according to the present disclosure includes an aircraft housing section that forms a storage chamber for housing the aircraft, the storage chamber being made up of a floor section on which the aircraft body having an engine is placed, walls surrounding the aircraft body on the front, rear, left and right sides, and a ceiling section that is placed above the aircraft body, the storage chamber having an air intake port formed at the front of the aircraft body and an exhaust port formed at the rear of the aircraft body, and an airflow adjustment member that is provided in the storage chamber and can be arranged to cover the aircraft side at a usage position between the air intake port and the engine in the front-to-rear direction, leaving the center of at least one of the vertical and horizontal directions open when viewed from the front of the aircraft.

This disclosure makes it possible to properly test the aircraft and provide a noise suppression device that can be easily implemented on existing noise suppression devices.

FIG. 1 is a diagram showing an example of a noise suppressor according to the present embodiment. FIG. 2 is a diagram showing an example of a noise suppressor according to the present embodiment. FIG. 3 is a diagram showing an example of a noise suppressor according to the present embodiment. FIG. 4 is a diagram showing the operation of the noise suppressor according to the comparative example. FIG. 5 is a diagram showing the operation of the noise suppressor according to the comparative example. FIG. 6 is a diagram showing an example of the operation of the noise suppressor according to the present embodiment. FIG. 7 is a diagram showing an example of the operation of the noise suppressor according to the present embodiment. FIG. 8 is a diagram showing a noise suppressor according to another example. FIG. 9 is a diagram showing a noise suppressor according to another example. FIG. 10 is a diagram showing a noise suppressor according to another example. FIG. 11 is a diagram showing a noise suppressor according to another example. FIG. 12 is a diagram showing a noise suppressor according to another example. FIG. 13 is a diagram showing a noise suppressor according to another example. FIG. 14 is a diagram showing a noise suppressor according to another example. FIG. 15 is a diagram showing another example of the noise suppressor according to the present embodiment.

Below, an embodiment of the noise suppression device according to the present disclosure will be described with reference to the drawings. Note that the present invention is not limited to this embodiment. Furthermore, the components in the following embodiments include those that are easily replaceable by a person skilled in the art, or those that are substantially the same.

1 to 3 are diagrams showing an example of a silencer 100 according to this embodiment. FIG. 1 is a cross-sectional view seen from above, FIG. 2 is a cross-sectional view seen from the side (cross-sectional view A-A in FIG. 1), and FIG. 3 is a cross-sectional view seen from the front (cross-sectional view B-B in FIG. 2). As shown in FIGS. 1 to 3, the silencer 100 includes an aircraft housing section 10 and an airflow adjustment member 20. The silencer 100 is used as a test device for housing an aircraft body B inside the aircraft housing section 10 and performing a test run of the aircraft B. In this embodiment, when describing the direction of the silencer 100, the front-rear direction, left-right direction, and up-down direction of the aircraft B in the housing state housed in the aircraft housing section 10 are the front-rear direction, left-right direction, and up-down direction of the silencer 100. In this embodiment, the aircraft B has an engine EG. When performing a test run of the aircraft B, the engine EG is driven. The engine EG draws in air from the front. The engine EG emits exhaust gases to the rear.

The aircraft housing section 10 has a floor section 11, a wall section 12, and a ceiling section 13. The floor section 11, the wall section 12, and the ceiling section 13 form a housing chamber K that houses the aircraft B.

Floor section 11 is where aircraft body B is placed. Floor section 11 is arranged along a horizontal plane.

The wall portion 12 is disposed on the floor portion 11. The wall portion 12 is disposed along the four sides of a rectangle in a plan view so as to surround the front, rear, left and right sides of the aircraft B. At least a portion of the wall portion 12 can be provided with sound-absorbing material for absorbing sounds generated during test operation of the aircraft B. The wall portion 12 has a front wall portion 12a, a rear wall portion 12b, a left wall portion 12c and a right wall portion 12d. The front wall portion 12a is disposed in front of the aircraft B, i.e., in the front part of the storage room K. The rear wall portion 12b is disposed in the rear of the aircraft B, i.e., in the rear part of the storage room K. An exhaust port 15 is provided in the rear wall portion 12b. The exhaust port 15 is provided by penetrating the rear wall portion 12b. The left wall portion 12c is disposed to the left of the aircraft B, i.e., in the left part of the storage room K. The right wall portion 12d is disposed to the right of the aircraft B, i.e., in the right part of the storage room K.

The ceiling 13 is disposed above the aircraft B, i.e., at the top of the accommodation chamber K. An air intake 14 is provided at the front end of the ceiling 13. The air intake 14 is provided penetrating the ceiling 13. The air intake 14 is rectangular and is formed over the entire left-right direction. The air intake 14 is connected to an air intake duct 17. The air intake duct 17 extends rearward from the air intake 14 and is further bent upward. An open port 18 is provided at the upper end of the air intake duct 17. An internal air intake passage 17a of the air intake duct 17 connects between the open port 18 and the air intake 14. The air intake duct 17 is also configured to absorb sound generated by the aircraft B when the aircraft B is test-run in the accommodation chamber K.

The airflow adjustment member 20 is provided in the storage chamber K. The airflow adjustment member 20 adjusts the flow of air in the storage chamber K. Specifically, the airflow adjustment member 20 blocks a portion of the air drawn in from the air intake 14, thereby preventing air from flowing behind the airflow adjustment member 20.

The airflow adjustment member 20 is formed, for example, in a rectangular shape. The airflow adjustment member 20 is formed so that the dimension (height) in the vertical direction is approximately the same as that of the wall portion 12. The airflow adjustment member 20 can be formed in a mesh shape. In this case, the airflow adjustment member 20 can be made of a wire mesh of, for example, about 10 mesh. The size of the mesh of the airflow adjustment member 20 is not limited to 10 mesh, and may be other sizes. For example, the size of the mesh may be changed depending on the model of the aircraft B. The airflow adjustment member 20 is not limited to a mesh shape, and may be, for example, a plate shape without a mesh.

The airflow adjustment members 20 are disposed at both left and right ends of the storage chamber K. The airflow adjustment members 20 are attached to the left side wall portion 12c and the right side wall portion 12d, for example, via pivot shafts 21. The pivot shafts 21 are disposed parallel to the up-down direction. The airflow adjustment members 20 are provided so as to be rotatable about the pivot shafts 21. The airflow adjustment members 20 are movable between the use position P1 and the standby position P2 by pivoting about the pivot shafts 21.

The use position P1 is a position between the intake port 14 and the engine EG of the aircraft B in the front-rear direction. The use position P1 is a position for adjusting the airflow that is sucked in from the intake port 14 by the drive of the engine EG and flows rearward during a test run of the aircraft B. The use position P1 can be appropriately set according to the specifications of the engine EG in the aircraft B, such as the position and size, as long as it is a position between the intake port 14 and the engine EG in the front-rear direction. The use position P1 can be set, for example, based on the results of an experiment or simulation conducted in advance. In this embodiment, the use position P1 is a position where the airflow adjustment member 20 is arranged at an angle to the wall portions 12 on both sides in the left-right direction (the left side wall portion 12c and the right side wall portion 12d). In this embodiment, the use position P1 is a position where the airflow adjustment member 20 is arranged at an angle of 90° to the left side wall portion 12c and the right side wall portion 12d. The use position P1 may be a position in which the airflow adjustment member 20 is inclined at an angle other than 90° relative to the left side wall 12c and the right side wall 12d.

Here, the airflow adjustment member 20 when placed in the use position P1 will be described. In the use position P1, the airflow adjustment member 20 is placed so as to cover the rear of the storage chamber K, leaving the center in the left-right direction open. The airflow adjustment member 20 is placed so as to cover both left-right sides of the storage chamber K. The airflow adjustment member 20 is placed from both ends of the storage chamber K toward the center in the left-right direction. In other words, the airflow adjustment member 20 is placed so as to cover both ends of the storage chamber K in the left-right direction. The airflow adjustment member 20 is also provided from the upper end to the lower end of the storage chamber K in the vertical direction. The airflow adjustment member 20 is placed so as to be symmetrical in the left-right direction.

The standby position P2 is a position where the airflow adjustment member 20 waits when not in use. The standby position P2 is a position where the airflow adjustment member 20 is arranged along the walls 12 on both sides in the left-right direction (the left side wall 12c and the right side wall 12d). In other words, when the airflow adjustment member 20 is arranged in the standby position P2, it is arranged along the left side wall 12c and the right side wall 12d, respectively.

The airflow adjustment member 20 is provided with casters (not shown) at the bottom so that it can move between the use position P1 and the standby position P2. In addition, the airflow adjustment member 20 may be provided with stoppers (not shown) that can restrict movement in the rotation direction at the use position P1 and the standby position P2.

Next, the operation of the silencer 100 configured as described above will be described. In explaining the operation of the silencer 100, a silencer 200 that does not have the airflow adjustment member 20 described above will be described as a comparative example.

Figures 4 and 5 are diagrams for explaining the operation of the silencer 200 according to the comparative example. The silencer 200 is not provided with a configuration corresponding to the airflow adjustment member 20 described above. In this configuration, when testing the aircraft B, the aircraft B is placed on the floor 111 of the aircraft housing section 110, and the engine EG of the aircraft B is driven.

When the engine EG is driven, air is drawn into the accommodation chamber K2 of the aircraft accommodation section 110 through the intake port 114. The air drawn into the accommodation chamber K2 flows rearward toward the engine EG. As shown in Figures 4 and 5, the air flowing through the accommodation chamber K2 flows along the aircraft B, the walls 112 on both the left and right sides of the accommodation chamber K2, and the ceiling 113, generating a swirling flow. Depending on the model of aircraft B, the engine EG may suck in the swirling flow, causing unstable operation.

Figures 6 and 7 are diagrams for explaining the operation of the noise suppression device 100. In the noise suppression device 100, when the aircraft body B is not being tested, the airflow adjustment member 20 is placed in the standby position P2. When testing the aircraft body B from this state, the aircraft body B is placed on the floor 11 of the aircraft housing section 10, and the airflow adjustment member 20 is moved from the standby position P2 to the usage position P1.

From this state, the engine EG of the aircraft B is driven. By driving the engine EG, air is sucked into the intake passage 17a inside the intake duct 17 from the open port 18, and further sucked into the accommodation chamber K of the aircraft accommodation section 10 from the intake port 14. When air is sucked in from the intake port 14 located above the accommodation chamber K, a small vortex may be generated, but this vortex does not affect the engine EG. The air sucked into the accommodation chamber K flows backward toward the engine EG. In this embodiment, the airflow adjustment member 20 is disposed at the use position P1 between the intake port 14 and the engine EG in the front-rear direction. Therefore, the air flowing through the accommodation chamber K bypasses the airflow adjustment member 20 and flows backward from the center in the left-right direction. In other words, the air flowing through the accommodation chamber K flows backward from the space between the left and right airflow adjustment members 20. Therefore, air is prevented from flowing toward the left side wall 12c and the right side wall 12d of the storage chamber K, which prevents the generation of a swirling flow. In addition, in this embodiment, the airflow adjustment members 20 are arranged symmetrically in the left-right direction, which prevents turbulence in the airflow.

As described above, the noise suppression device 100 according to this embodiment includes a floor section 11 on which the fuselage B of an aircraft having an engine EG is placed, walls 12 surrounding the front, rear, left and right sides of the fuselage B, and a ceiling section 13 arranged above the fuselage B, forming a storage compartment K for storing the fuselage B, an aircraft storage section 10 in which an intake port 14 is formed in front of the fuselage B and an exhaust port 15 is formed in the rear of the fuselage B, and an airflow adjustment member 20 that is provided in the storage compartment K and can be arranged at a usage position P1 between the intake port 14 and the engine EG in the fore-and-aft direction so as to cover the fuselage B side, leaving the central portion in the vertical direction as viewed from the front of the fuselage B empty.

In this configuration, by disposing the airflow adjustment member 20 at the usage position P1, when the engine EG is running, the air flowing through the accommodation chamber K flows from the center in the left-right direction to the rear, bypassing the airflow adjustment member 20. Therefore, air is prevented from flowing toward the wall portions 12 on both the left and right sides of the accommodation chamber K, and the generation of a swirling flow is suppressed. This makes it possible to prevent the operation of the engine EG from becoming unstable, and makes it possible to properly test the aircraft B. In addition, because this can be achieved by disposing the airflow adjustment member 20 at the usage position P1, it can be easily implemented in existing silencers.

In the silencer 100 according to this embodiment, the airflow adjustment member 20 is provided so as to be movable between a use position P1 and a standby position P2 along at least one of the wall 12 and the ceiling 13. Therefore, when the airflow adjustment member 20 is used, it is placed in the use position P1, and when not in use, it can be kept on standby in the standby position P2. For this reason, when testing different models, such as an aircraft B that is easily affected by swirling flows and an aircraft B that is not easily affected by swirling flows, the position of the airflow adjustment member 20 can be switched according to the model, making it easy to realize a test environment suitable for each model.

In the silencer 100 according to this embodiment, the airflow adjustment member 20 is attached via a pivot shaft 21 and is provided so as to be rotatable about the pivot shaft 21 between a use position P1 and a standby position P2. The standby position P2 is a position where the airflow adjustment member 20 is disposed along the wall portions 12 on both left and right sides, or along the floor portions 11 and ceiling portions 13 on both up and down sides, and the use position P1 is a position where the airflow adjustment member 20 is disposed at an angle relative to the wall portions 12 on both left and right sides, or along the floor portions 11 and ceiling portions 13 on both up and down sides. Therefore, the airflow adjustment member 20 can be easily moved between the use position P1 and the standby position P2.

In the silencer 100 according to this embodiment, the airflow adjustment members 20 are arranged symmetrically in the left-right direction at the use position P1. This makes it possible to more reliably suppress the occurrence of swirling flows.

In the silencer 100 according to this embodiment, the airflow adjustment members 20 are disposed on both the left and right sides of the accommodation chamber K. Therefore, when the engine EG is running, air can be prevented from flowing toward the left side wall portion 12c and the right side wall portion 12d of the accommodation chamber K.

In the silencer 100 according to this embodiment, the air intake 14 is provided at the front end of the ceiling 13. This allows the aircraft housing 10 to have a compact configuration. In addition, since the air intake 14 is not provided in the wall 12, the generation of airflow caused by the intake of air around the wall 12 can be suppressed. This allows the area around the wall 12 to be used as a passageway, etc.

In the silencer 100 according to this embodiment, the airflow adjustment member 20 is formed in a mesh shape. This allows the airflow adjustment member 20 to be made lighter. In addition, the wind pressure that the airflow adjustment member 20 receives can be reduced.

Figures 8 to 10 are diagrams showing another example of a noise suppression device 100A. Figure 8 shows a cross-sectional view from above, Figure 9 shows a cross-sectional view from the side, and Figure 10 shows a cross-sectional view from the front. As shown in Figures 8 to 10, the noise suppression device 100A includes an aircraft housing section 10 and an airflow adjustment member 20A. The aircraft housing section 10 can be configured in the same way as in the above embodiment.

In the silencer 100A, the airflow adjustment members 20A are arranged on both sides in the up-down direction of the storage chamber K. The airflow adjustment members 20A are attached to the floor 11 and the ceiling 13, respectively, via, for example, a pivot shaft 21A. The pivot shafts 21A are arranged parallel to the left-right direction. The airflow adjustment members 20A are provided so as to be rotatable about the pivot shaft 21A. The airflow adjustment members 20A are movable between a use position P3 and a standby position P4 by pivoting about the pivot shaft 21A.

As in the above embodiment, the use position P3 is a position between the intake port 14 and the engine EG of the aircraft B in the fore-and-aft direction. In the silencer 100A, the use position P3 is a position where the airflow adjustment member 20 is disposed at an angle of 90° relative to the floor 11 and the ceiling 13. Note that the use position P3 may be a position where the airflow adjustment member 20 is disposed at an angle other than 90° relative to the left side wall 12c and the right side wall 12d.

When the airflow adjustment member 20 is disposed in the use position P3, it is positioned so as to cover the rear of the storage chamber K. When the airflow adjustment member 20 is disposed in the use position P3, it is positioned so as to leave the center in the vertical direction open when viewed from the front. In this embodiment, the airflow adjustment member 20 is positioned so as to cover both sides in the vertical direction of the storage chamber K by the left-right dimension of the storage chamber K, for example. When the airflow adjustment member 20 is disposed in the use position P3, it is arranged so as to be symmetrical in the left-right direction.

The standby position P4 is a position along the floor 11 and the ceiling 13. When the airflow adjustment member 20 is placed in the standby position P4, it is positioned along the floor 11 and the ceiling 13, respectively.

When testing the aircraft B using the silencer 100A, air is drawn into the accommodation chamber K of the aircraft accommodation section 10 from the intake port 14 by driving the engine EG. The air drawn into the accommodation chamber K flows rearward toward the engine EG. In this embodiment, the airflow adjustment member 20A is disposed at the use position P1 between the intake port 14 and the engine EG in the front-rear direction. Therefore, the air flowing through the accommodation chamber K bypasses the airflow adjustment member 20A and flows rearward from the center in the vertical direction. In other words, the air flowing through the accommodation chamber K flows rearward from the space between the upper and lower airflow adjustment members 20A. Therefore, the air is prevented from flowing toward the floor 11 side and the ceiling 13 side of the accommodation chamber K, and the generation of a swirling flow is suppressed.

In this way, in the silencer 100A, the airflow adjustment members 20A are arranged on both sides in the vertical direction of the accommodation chamber K. Therefore, it is possible to prevent air from flowing to the floor 11 side and the ceiling 13 side of the accommodation chamber K when the engine EG is running. This makes it possible to prevent the operation of the engine EG from becoming unstable, and makes it possible to properly test the aircraft B.

Figures 11 to 13 show another example of a noise suppression device 100A. Figure 11 shows a cross-sectional view from above, Figure 12 shows a cross-sectional view from the side, and Figure 13 shows a cross-sectional view from the front. As shown in Figures 11 to 13, the noise suppression device 100B includes an aircraft housing section 10 and an airflow adjustment member 20B. The aircraft housing section 10 can have the same configuration as in the above embodiment.

In the silencer 100B, the airflow adjustment members 20B are disposed on both the left and right sides of the storage chamber K. The airflow adjustment members 20B are attached to the left side wall portion 12c and the right side wall portion 12d, for example, via a pivot shaft 21B. The pivot shafts 21B are disposed parallel to each other in the vertical direction. The airflow adjustment members 20B are attached to the pivot shaft 21B via a connecting portion 22B. The airflow adjustment members 20B are provided so as to be rotatable about the pivot shaft 21B. The airflow adjustment members 20B are movable between the use position P5 and the standby position P6 by rotating about the pivot shaft 21B.

As in the above embodiment, the use position P5 is a position between the intake port 14 and the engine EG of the aircraft B in the front-rear direction. Here, the airflow adjustment member 20B when placed in the use position P5 will be described. In the use position P5, the airflow adjustment member 20B is placed so as to cover a portion in the left-right direction. In the use position P5, the airflow adjustment member 20B is placed so as to leave both ends and the center in the left-right direction open. In addition, the airflow adjustment member 20B is placed so as to leave the upper and lower ends of the storage chamber K open in the vertical direction. The airflow adjustment member 20B is placed so as to be symmetrical in the left-right direction.

The standby position P6 is a position along the left side wall 12c and the right side wall 12d. When the airflow adjustment member 20B is placed in the standby position P6, it is positioned along the left side wall 12c and the right side wall 12d, respectively.

When testing the aircraft B using the silencer 100B, air is drawn into the accommodation chamber K of the aircraft accommodation section 10 from the intake port 14 by driving the engine EG. The air drawn into the accommodation chamber K flows rearward toward the engine EG. In this embodiment, the airflow adjustment member 20B is disposed at the usage position P5 between the intake port 14 and the engine EG in the fore-and-aft direction. Therefore, the air flowing through the accommodation chamber K flows rearward, bypassing the airflow adjustment member 20B. In other words, the air flowing through the accommodation chamber K is partially blocked by the airflow adjustment member 20B. By blocking a portion of the air flowing through the accommodation chamber K, the generation of a swirling flow is suppressed.

Figure 14 is a diagram showing another example of a noise suppression device 100C. Figure 14 shows a cross-sectional view from the side. As shown in Figure 14, the noise suppression device 100C includes an aircraft body storage section 10 and an airflow adjustment member 20C. The aircraft body storage section 10 can have the same configuration as in the above embodiment.

The airflow adjustment member 20C is provided so that it can be wound around the winding shaft 21C. The winding shafts 21C are provided, for example, on both the left and right sides of the ceiling portion 13, and are arranged parallel to each other in the left-right direction. By rotating the winding shaft 21C in one direction, the airflow adjustment member 20C is wound around the winding shaft 21C. By rotating the winding shaft 21C in multiple directions, the airflow adjustment member 20C is unwound downward from the winding shaft 21C. The airflow adjustment member 20C is wound around the winding shaft 21C and unwound from the winding shaft 21C, so that it can move between the use position P7 and the standby position P8.

As in the above embodiment, the use position P7 is a position between the intake port 14 and the engine EG of the aircraft B in the front-rear direction. The use position P7 is the position where the airflow adjustment member 20C is unwound from the winding shaft 21C. When placed at the use position P7, the airflow adjustment member 20C can be configured to cover the same range as the airflow adjustment members 20, 20A, and 20B described above, for example. At the use position P7, the lower end of the airflow adjustment member 20C can be fixed to the floor 11 by a fixing part (not shown).

The standby position P8 is a position where the airflow adjustment member 20C is wound around the winding shaft 21C. The winding shaft 21C is surrounded by a storage case 22C. The storage case 22C stores the airflow adjustment member 20C that is wound around the winding shaft 21C. At the standby position P8, the airflow adjustment member 20C is wound around the winding shaft 21C and stored in the storage case 22C.

In the silencer 100C, the airflow adjustment member 20C is provided so as to be capable of being wound around the winding shaft 21C, the standby position P8 is the position where the airflow adjustment member 20C is wound around the winding shaft 21C, and the use position P7 is the position where the airflow adjustment member 20C is unwound from the winding shaft 21C. With this configuration, the airflow adjustment member 20C can be moved between the use position P7 and the standby position P8 by a configuration different from the configuration where it is rotated around a rotating shaft.

The technical scope of the present invention is not limited to the above embodiment, and appropriate modifications can be made without departing from the spirit of the present invention. For example, the above embodiment has been described with reference to a configuration in which the inclination of the airflow adjustment member in the front-to-rear direction is constant in the use position, but the present invention is not limited to this.

Figure 15 is a diagram showing another example of how the silencer 100 is used. As shown in Figure 15, the inclination of the airflow adjustment member 20 in the front-to-rear direction may be adjustable at the use position P1. In this case, the adjustment may be performed by manually changing the inclination of the airflow adjustment member 20 by an operator, or may be automatically adjusted by changing the inclination of the airflow adjustment member 20 using a drive mechanism (not shown). With this configuration, it is possible to fine-tune the air flow when the engine EG is running.

As described above, in the present disclosure, the noise suppression device according to the first aspect includes an aircraft housing section 10 that forms a storage compartment K for housing the aircraft B, the storage compartment K being made up of a floor section 11 on which the aircraft B having an engine EG is placed, walls 12 that surround the front, rear, left and right sides of the aircraft B, and a ceiling section 13 that is placed above the aircraft B, and in which an air intake 14 is formed in front of the aircraft B and an exhaust 15 is formed in the rear of the aircraft B, and airflow adjustment members 20, 20A, 20B, 20C that are provided in the storage compartment K and can be positioned at usage positions P1, P3, P5, P7 between the air intake 14 and the engine EG in the front-rear direction so as to cover the aircraft B side, leaving the center of at least one of the vertical and horizontal directions open when viewed from the front of the aircraft B.

In this configuration, by arranging the airflow adjustment members 20, 20A, 20B, and 20C at the use positions P1, P3, P5, and P7, when the engine EG is running, the air flowing through the accommodation chamber K flows from the center in the left-right direction to the rear, bypassing the airflow adjustment members 20, 20A, 20B, and 20C. Therefore, the air is prevented from flowing toward the wall portions 12 on both the left and right sides of the accommodation chamber K, and the generation of a swirling flow is prevented. This makes it possible to prevent the operation of the engine EG from becoming unstable, and makes it possible to properly test the aircraft B. In addition, since this can be realized by arranging the airflow adjustment members 20, 20A, 20B, and 20C at the use positions P1, P3, P5, and P7, it can be easily implemented in existing silencers.

In the silencer according to the second aspect, in the silencer according to the first aspect, the airflow adjustment members 20, 20A, 20B, 20C are provided so as to be movable between use positions P1, P3, P5, P7 and standby positions P2, P4, P6, P8 along at least one of the wall portion 12 and the ceiling portion 13. For example, when testing different models such as an aircraft B that is susceptible to swirling flows and an aircraft B that is not susceptible to swirling flows, the positions of the airflow adjustment members 20, 20A, 20B, 20C can be switched between the use positions P1, P3, P5, P7 and the standby positions P2, P4, P6, P8 depending on the model, making it easy to realize a test environment suitable for each model.

The noise suppression device of the third aspect is the noise suppression device of the second aspect, in which airflow adjustment members 20, 20A, 20B are attached via pivot shafts 21, 21A, 21B, 21D and are rotatable around pivot shaft 21 between use positions P1, P3, P5 and standby positions P2, P4, P6, the standby positions P2, P4, P6 being positions where the airflow adjustment members 20, 20A, 20B are positioned along the wall portions 12 on both left-right sides or the floor portions 11 and ceiling portions 13 on both up-down sides, and the use positions P1, P3, P5 being positions where the airflow adjustment members 20, 20A, 20B are positioned at an angle relative to the wall portions 12 on both left-right sides or the floor portions 11 and ceiling portions 13 on both up-down sides. Therefore, the airflow adjustment members 20, 20A, and 20B can be easily moved between the use positions P1, P3, and P5 and the standby positions P2, P4, and P6.

The silencer according to the fourth aspect is the silencer according to the second aspect, in which the airflow adjustment member 20C is provided so as to be capable of being wound around the winding shaft 21C, the standby position P8 is the position where the airflow adjustment member 20C is wound around the winding shaft 21C, and the use position P7 is the position where the airflow adjustment member 20C is unwound from the winding shaft 21C. With this configuration, the airflow adjustment member 20C can be moved between the use position P7 and the standby position P8 by a configuration different from the configuration where it is rotated around the rotating shaft.

The noise suppression device according to the fifth aspect is a noise suppression device according to any one of the first to fourth aspects, in which the airflow adjustment members 20, 20A, 20B, and 20C are arranged so as to be symmetrical in the left-right direction at the use positions P1, P3, P5, and P7. Therefore, the generation of swirling flows can be more reliably suppressed.

The silencer according to the sixth aspect is a silencer according to any one of the first to fifth aspects, in which airflow adjustment members 20, 20B, and 20C are arranged on both left and right sides of the accommodation chamber K. Therefore, air can be prevented from flowing to the left side wall portion 12c side and the right side wall portion 12d side of the accommodation chamber K when the engine EG is running.

The silencer according to the seventh aspect is a silencer according to any one of the first to fifth aspects, in which the airflow adjustment members 20A are arranged on both sides of the storage chamber K in the vertical direction.

The silencer according to the eighth aspect is a silencer according to any one of the first to seventh aspects, in which the air intake 14 is provided at the front end of the ceiling 13. This allows the aircraft housing 10 to have a compact configuration. In addition, since the air intake 14 is not provided in the wall 12, the generation of airflow caused by the intake of air around the wall 12 can be suppressed. This allows the area around the wall 12 to be used as a passageway, etc.

The silencing device according to the ninth aspect is a silencing device according to any one of the first to eighth aspects, in which the airflow adjustment member 20D is adjustable in inclination in the front-rear direction. This configuration allows fine adjustment of the airflow when the engine EG is running.

The silencer according to the tenth aspect is a silencer according to any one of the first to ninth aspects, in which the airflow adjustment members 20, 20A, 20B, and 20C are formed in a mesh shape. This allows the airflow adjustment members 20, 20A, 20B, and 20C to be lighter. In addition, the wind pressure received by the airflow adjustment member 20 can be reduced.

10, 110 Aircraft housing section 11, 111 Floor section 12 Wall section 12a Front wall section 12b Rear wall section 12c Left side wall section 12d Right side wall section 13 Ceiling section 14, 114 Air intake port 15 Exhaust port 17 Air intake duct 17a Air intake passage 18 Opening 20, 20A, 20B, 20C, 20D Airflow adjustment member 21, 21A, 21B, 21D Rotating shaft 21C Winding shaft 22B Connection section 22C Housing case 100, 100A, 100B, 100C, 200 Silencer B Aircraft EG Engine K, K2 Housing chamber P1, P3, P5, P7 Usage position P2, P4, P6, P8 Standby position

Claims (5)

an aircraft accommodation section that defines a storage room for accommodating an aircraft having an engine, the storage room being made up of a floor section on which an aircraft body having an engine is placed, walls surrounding the aircraft body on the front, rear, left and right sides, and a ceiling section that is placed above the aircraft body, the airframe accommodation section having an intake port formed at a front end of the ceiling section at the front of the aircraft body and an exhaust port formed at a rear of the aircraft body;
an airflow adjustment member that is provided in the accommodation chamber and can be arranged at a usage position between the intake port and the engine in the front-rear direction so as to cover the aircraft side, leaving a central portion in the left-right direction as viewed from the front of the aircraft open ;
The airflow adjustment member is attached to the wall portions on both sides in the left-right direction via a pivot shaft,
the airflow adjustment member is provided to be rotatable about the rotation axis between a use position in which the airflow adjustment member is disposed at an angle with respect to the wall portions on both sides in the left-right direction and a standby position in which the airflow adjustment member is disposed along the wall portions on both sides in the left-right direction;
the pivot shaft is disposed forward of a nose of the aircraft to be tested using the airflow adjustment member;
The position of the airflow adjustment member is changed depending on the type of aircraft being tested.
Silencer. The noise suppressor according to claim 1 , wherein the airflow adjustment members are disposed so as to be symmetrical in the left-right direction in the use position. A floor on which the fuselage of an aircraft having an engine is placed, walls surrounding the fuselage on the front, rear, left and right sides, and a front
A ceiling portion disposed above the aircraft body forms a storage chamber for storing the aircraft body,
A body housing section having an intake port formed in a front portion and an exhaust port formed in a rear portion of the body;
The intake port is provided in the accommodation chamber at a position between the intake port and the engine in the front-rear direction.
When viewed from the front of the aircraft, the center of the vertical direction is left empty, and the
and an airflow adjustment member that can be arranged to cover the
The airflow adjustment members are disposed on both sides of the accommodation chamber in the up-down direction. The noise suppressor according to claim 1 , wherein the airflow adjustment member is adjustable in inclination in the front-rear direction. The noise suppressor according to claim 1 , wherein the airflow adjustment member is formed in a mesh shape.

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