Supersonic speed jet adopting supersonic speed double wings and variant design

Abstract

The invention provides a supersonic-speed jet adopting supersonic-speed double wings and variant design, and belongs to the field of novel supersonic-speed civil aircrafts, a large-area truncated delta wing with edgings on the inner side is adopted, an engine nacelle is arranged on the upper portion of the outer end of the large-area truncated delta wing, and the supersonic-speed double wings are installed on the outer side of the nacelle; the front edges and the rear edges of the upper wing and the lower wing of the supersonic double-wing adopt intelligent materials to realize a variant function; the empennage can rotate around a mounting shaft in the longitudinal direction of the airplane to change the inclination angle; the front edge and the rear edge of the supersonic double-wing are deformed, and the inclination angle of the empennage is changed to jointly form a supersonic state and a subsonic state. The problem that the conventional double-wing non-design-point performance is poor is solved, high aerodynamic performance can be achieved within the flight envelope range, and it is guaranteed that an aircraft achieves ideal supersonic speed environment-friendly performance such as acoustic explosion and noise and aerodynamic efficiency.

Description

Technical Field

[0001] The invention belongs to the field of novel supersonic civil aircraft, and relates to a supersonic jet aircraft adopting a supersonic double-wing and a variant design. Background Art

[0002] From 1970 to the early 2000s, the world's first supersonic passenger aircraft / supersonic transport aircraft (SST), "Concorde", was successfully put into route operation. Since the 1970s, the global aviation industry has continued to carry out research on SST, but due to technical, market and environmental reasons, it has not been able to initiate the development of a new generation of SST. Later, the development of civil supersonic aircraft formed a situation where large passenger aircraft (SST) and small supersonic business jets (SSBJ) were equally important. The reason is that the technical difficulty of small SSBJ is relatively low, the investment is small, and it is expected to be supported by specific market demand.

[0003] Since the late 1980s and 1990s, the world's leading jet manufacturers / aviation companies such as Gulfstream, Dassault, Boeing, and Sukhoi, as well as start-ups represented by SAI, Aerion, and Boom in the United States, have invested a lot of effort in supersonic jet business jet (SSBJ) technology research and product development exploration. World-class aviation research institutions such as NASA in the United States, DLR in Germany, JAXA in Japan, and ONERA in France, as well as world-renowned universities such as Stanford University, MIT, and Cranfield University, are also actively conducting research on advanced technologies related to supersonic transport aircraft (SST) and supersonic jet business jets (SSBJ). The focus of SSBJ technology research is to improve flight efficiency, so that supersonic cruise flight can achieve higher efficiency, while effectively reducing supersonic sonic booms, noise, and pollution emissions to meet stringent environmental protection requirements. Aviation companies, research institutions, and universities have explored various types of SSBJ overall aerodynamic design solutions, but no SSBJ product has been completed so far. The current SSBJ solutions all have some problems to varying degrees. They have not been able to solve problems such as sonic booms and noise, and their efficiency and fuel economy are also unsatisfactory. They are objectively restricted by key system technologies such as the power system. The resolution of some major technical problems depends on breakthroughs in the development of basic aviation technologies.

[0004] The Boozman wing uses the wave system cancellation generated by two parallel wings to weaken or completely eliminate the strong shock waves generated during supersonic flight, thereby greatly reducing shock wave drag. Due to the shock wave elimination effect, the Boozman wing has good low sonic boom characteristics. At the same time, it also has the advantages of low supersonic drag and high lift-to-drag ratio. Relevant studies have shown that from subsonic to supersonic, the aerodynamic center of the Boozman wing does not move from about 25% to about 50% of the chord length like traditional wings, but has always been maintained between 25% and 27%, with good control and stability characteristics. Although the Boozman wing and its development Lischer wing (with angle of attack / installation angle) have outstanding advantages, they all have problems such as poor non-design point performance (problems such as congestion and hysteresis) and difficulty in three-dimensional design. In order to solve the problems of the shortcomings of the Boozmann and Lischer wings, some scholars at home and abroad have developed design schemes such as throat deformation, wing Fuller extension, movable leading and trailing edges (leading and trailing edge flaps), and wing deformation. The schemes have been verified and can effectively solve the problem of poor performance at non-design points of supersonic wings through reasonable design, such as Figure 1 . Summary of the invention

[0005] To solve the above problems, the present invention adopts a Buzmann wing with movable leading and trailing edges, i.e., leading and trailing edge flaps, which is called a supersonic wing, and provides a supersonic jet aircraft with a supersonic wing and a variant design.

[0006] The specific technical solutions of the present invention are as follows:

[0007] A supersonic jet adopting a supersonic double wing and a variant design, wherein the supersonic jet adopts a large-area truncated delta wing with an inner side strip, an engine nacelle is arranged on the upper part of the outer end, and a supersonic double wing is installed outside the nacelle. The leading edges and trailing edges of the upper and lower wings of the supersonic double wing are both made of intelligent materials to realize the variant function; the tail wing can rotate around the installation axis along the longitudinal direction of the aircraft to change the tilt angle; the deformation of the leading and trailing edges of the supersonic double wing combined with the change of the tilt angle of the tail wing jointly enable the supersonic jet to form two states of supersonic speed and subsonic speed; specifically:

[0008] The supersonic jet aircraft adopts an external visual system, an S-shaped curved large slenderness ratio (about 20 or more) variable cross-section fuselage - a slender nose section and a rear fuselage section, a fuselage middle section with a large cross-section shape, and the fuselage centerline is approximately S-shaped. Among them, the nose length and shape are selected based on a comprehensive balance of factors such as viscous resistance, handling stability, and aerodynamic elasticity. According to the internal loading requirements, the fuselage cross-sectional shape and size are determined by comprehensively weighing factors such as comfort, aerodynamic efficiency / performance, weight and cost. The fuselage and wings, engine nacelles, tail fins and other components are jointly designed in a coordinated manner according to the area law requirements.

[0009] The inner section of the wing adopts a large-area truncated delta wing with a side strip. The side strip with a large sweep angle and a sharp leading edge is integrated with the leading edge of the inner section of the wing to provide vortex lift. The inner section of the wing with a large sweep angle, a sharp leading edge, a large upward angle and a large chord length extends from the middle of the fuselage to the tail of the fuselage and merges with the middle and rear fuselage. Its trailing edge has a small forward sweep angle.

[0010] The engine nacelle is installed on the upper side of the end of the inner section of the wing and is integrated with the fuselage. The air inlet and tail nozzle are respectively a certain distance away from the leading edge and trailing edge of the wing. The engine nacelle and the inner section of the wing with a certain height are used together to install the supersonic biplane outer wing section and tail wing; a variable cycle engine, streamline tracking external compression inlet, and a contraction-expansion nozzle or a plug nozzle are adopted.

[0011] The outer wing of the supersonic biplane is installed at the end of the inner section of the wing - the front of the outer wall of the engine nacelle. The end of the biplane is designed with wingtip winglets, which can improve aerodynamic efficiency. At the same time, the trailing edge movable rudder surface can be designed as needed to assist heading control. The plan shape of the biplane is a trapezoid with a large sweep angle and a medium aspect ratio. The spacing between the upper wing and the lower wing gradually decreases from the inside to the outside. The inner wing root spacing is limited by the engine nacelle height, and the outer wing tip spacing is at the minimum allowable value. The three-dimensional parameters of the entire supersonic biplane are comprehensively optimized to obtain satisfactory aerodynamic performance. The leading edges and trailing edges of the upper and lower wing surfaces of the supersonic biplane are made of intelligent materials and intelligent structures, which can achieve large deformation variants.

[0012] The tail is installed at the rear of the end of the inner section of the wing and the outside of the rear section of the engine nacelle. Both the left and right tails include a front stabilizer and a rear rudder, and can rotate around the installation axis along the longitudinal direction of the aircraft to achieve a variable tilt angle.

[0013] In the supersonic state, the supersonic biplane is a basic biplane configuration, and the leading and trailing edges change the deflection angle and shape according to the flight state parameters, so that the supersonic biplane works in the optimal state; the tail fins on both sides have a large inclination angle (about 45°), forming a typical V-shaped tail fin, and the trailing edge control surface has the functions of both the elevator and the rudder, realizing the three-axis control of the aircraft;

[0014] In the subsonic state, the tail rotates to a flat position with an inclination angle of nearly 90°. The leading edges of the upper and lower wings of the supersonic double wing are deformed downward and upward to be integrated, and the leading edge lines of the upper and lower wings are butted at the design position to form the leading edge of the single wing. The deformed leading edge completely closes the internal chamber of the double wing between the upper and lower wings at the front end; the trailing edges of the upper and lower wings jointly cover the leading edge of the tail rotated to the flat position, and the trailing edge lines of the upper and lower wings are respectively fitted with the upper and lower surfaces of the tail at the design position to achieve smooth transition and coordination. The supersonic double wing and the tail together constitute a complete single wing wing with a large relative thickness, and the chord-wise section is a large relative thickness airfoil. The entire wing has good subsonic aerodynamic performance, and the entire aircraft is approximately a tailless flying wing. The trailing edge of the tail becomes an elevator aileron, which is used to realize the three-axis control of the aircraft. When switching from the subsonic state to the supersonic state, the trailing edge of the upper wing of the variant can ensure the smooth separation of the tail, and at the same time, the aerodynamic characteristics of the aircraft will not change uncontrollably.

[0015] The beneficial effects of the present invention are as follows: the present invention adopts a supersonic biplane design to ensure that the aircraft achieves relatively ideal supersonic environmental protection performance (sonic boom and noise, etc.) and aerodynamic efficiency. The leading and trailing edges of the supersonic biplane are movable (leading and trailing edge flaps), which solves the problem of poor performance of conventional biplanes at non-design points, and can have high aerodynamic performance within the flight envelope. In the supersonic state, the supersonic biplane itself has good aerodynamic performance and superior low sonic boom characteristics. The V-shaped tail and multi-wing surface layout can regulate the reasonable distribution of the shock wave system of the whole aircraft, and can avoid the use of wings with too large sweep angles, with good cruise aerodynamic efficiency and control stability characteristics. On the whole, this aerodynamic layout can well meet the comprehensive performance of aerodynamics / sonic boom / propulsion / noise; in the subsonic state, the tailless flying wing layout has excellent aerodynamic characteristics, so that the aircraft obtains high efficiency and high performance, and at the same time has good low-speed performance and take-off and landing performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 Schematic diagrams of three different biplanes, among which (a) is the Boozmann biplane, (b) is the Lischer biplane, and (c) is the supersonic biplane.

[0017] Figure 2 Schematic diagrams of supersonic biplanes in different states, where (a) is a schematic diagram of a supersonic biplane in a supersonic state, (b) is a schematic diagram of a supersonic biplane in a subsonic state, and (c) is a comparison diagram of supersonic biplanes in supersonic and subsonic states.

[0018] Figure 3 Lay out the axonometric view for the subsonic regime.

[0019] Figure 4 The three-view layout and wing cross-section view of the subsonic state, among which (a) is the front view, (b) is the side view, (c) is the top view, and (d) is the AA cross-section view.

[0020] Figure 5 Layout axonometric view for supersonic regime.

[0021] Figure 6 The three-view layout and wing cross-section view of the supersonic state, among which (a) is the front view, (b) is the side view, (c) is the top view, and (d) is the AA cross-section view. DETAILED DESCRIPTION

[0022] The technical solution of the present invention is described clearly and completely below. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. All other embodiments improved or adjusted by ordinary technicians in this field based on the embodiments of the present invention belong to the protection scope of the present invention.

[0023] This embodiment provides a supersonic jet aircraft using a supersonic double wing and a variant design. Since a simple supersonic double wing cannot effectively meet the aircraft design requirements, a combination design of a large truncated delta wing with a side strip on the inside + a small supersonic double wing with a side strip on the outside is adopted. The supersonic double wing has a large height dimension and is difficult to combine with a conventional single wing, so an engine nacelle is used as the installation structure of the supersonic double wing. Therefore, an engine nacelle with a certain height and a large length is arranged on the upper outer end of the large truncated delta wing with a side strip on the inside, and a supersonic double wing is installed on the outside of the nacelle.

[0024] Supersonic biplanes with movable leading and trailing edges can maintain high performance over a wide supersonic speed range, but their subsonic performance is poor. To solve this problem, the leading and trailing edges of supersonic biplanes are designed with intelligent material variants, which transform from biplanes to single wings at subsonic / low speeds. Since the distance between the upper and lower wings of supersonic biplanes is large (the spacing is a relatively important design parameter, which is selected according to the design status and performance requirements of the biplane system), it is basically impossible to transform the biplane itself into a single wing. The solution is that the variant biplane + the rear tail together form a wing surface, and the left and right tails change the inclination angle by rotating around the installation axis along the longitudinal direction of the aircraft.

[0025] The supersonic biplane design ensures that the aircraft achieves relatively ideal supersonic environmental performance (sonic boom and noise, etc.) and aerodynamic efficiency. The leading and trailing edges of the supersonic biplane are movable (leading and trailing edge flaps), which solves the problem of poor performance of conventional biplanes at non-design points, and has high aerodynamic performance within the flight envelope.

[0026] A simple supersonic double wing cannot effectively meet the aircraft design requirements, so a combination design of a large truncated delta wing with a wing strip on the inside + a small supersonic double wing on the outside is adopted. The supersonic double wing has a large height dimension and is difficult to combine with a conventional single wing, so the engine nacelle is used as the installation structure of the supersonic double wing. Therefore, the engine nacelle with a certain height and a large length is arranged on the upper outer end of the large truncated delta wing with a wing strip on the inside, and the supersonic double wing is installed on the outside of the nacelle.

[0027] In the subsonic state, the leading edges of the upper and lower wings of the double wings are deformed downward and upward respectively, and folded into one. The leading edge edge lines are butted at the designed position to form the leading edge of the single wing, and the leading edge completely closes the internal chamber of the double wings at the front end. The trailing edges of the upper and lower wings of the double wings are respectively covered with the leading edge of the tail that will be rotated to the flat position, and the trailing edges of the upper and lower wings are respectively fitted with the upper and lower surfaces of the tail at the designed position to achieve a smooth transition and coordination. The deformed front wing and tail together form a complete wing surface, and the entire aircraft is similar to a tailless flying wing. The rudder surface on the trailing edge of the tail becomes an elevator aileron, which is used to achieve three-axis control of the aircraft.

[0028] In the supersonic state, the outer wing transforms into a supersonic bi-wing state, the tail is deflected upward to become a V-shaped tail with a large inclination angle, and the trailing edge control surfaces have the functions of both elevator and rudder, which can realize three-axis control of the aircraft.

[0029] The specific design plan is as follows:

[0030] The aircraft uses an external vision system (XVS) and uses optoelectronic sensors and video transmission technology to achieve a forward virtual field of view. In this way, there is no need to design a conventional cockpit-nose section shape with windshields and windows according to the pilot's field of vision, and the optimal aerodynamic and sonic boom characteristics fuselage shape can be used. S-shaped curved large slenderness ratio (about 20 or more) variable cross-section fuselage - slender nose section and rear fuselage section, large cross-section shape of the fuselage middle section (cabin section), the fuselage centerline is approximately S-shaped. Compared with the conventional short nose, the pointed nose can change the steep rise of the head shock wave overpressure value to a slow inclined rise, greatly increasing the head shock wave rise time and greatly reducing the perceived noise level of the sonic boom. The length and shape of the nose are selected based on a comprehensive balance of factors such as viscous resistance, handling stability, and aerodynamic elasticity. According to the internal loading requirements (cabin section and size), the fuselage section shape and size are determined by comprehensively weighing factors such as comfort, aerodynamic efficiency / performance, weight and cost. The fuselage is also designed in a coordinated manner with the wings, engine nacelles, tail wing and other components in accordance with the area law requirements.

[0031] The inner section of the wing is a large-area truncated delta wing with a wing strip. The large swept angle, sharp leading edge wing strip and the leading edge of the inner section of the wing provide vortex lift. The inner section of the wing with a large swept angle, sharp leading edge, large upper dihedral and long chord extends from the middle of the fuselage to the tail of the fuselage, merges with the middle and rear fuselage, and has a small forward sweep angle on the trailing edge. The continuously variable swept leading edge increases the shock wave rise time at the wing-body junction and has a significant inhibitory effect on the shock wave intensity. At the same time, the position of the wing trailing edge weakens the corresponding expansion degree and weakens the tail shock wave intensity. The purpose of the large upper dihedral design is to reduce the sonic boom intensity and control the range of the sonic boom blanket. The sonic boom changes from a concentrated downward propagation direction to a propagation to both sides, greatly reducing the sonic boom intensity (sonic boom overpressure value) and the shock wave intensity before the sonic boom within a specific circumferential angle, so that the sonic boom intensity in the entire sonic boom blanket is minimized.

[0032] The engine nacelle, which is designed to be integrated with the fuselage, is installed on the upper side of the inner section of the wing. The air inlet and tail nozzle are at a certain distance from the leading edge and trailing edge of the wing respectively. The wing surface can effectively shield the air inlet shock wave and engine noise, ensuring the effective reduction of sonic boom and airport noise, while minimizing the adverse effects on aerodynamic characteristics and total pressure recovery coefficient. The engine nacelle with a certain height and the inner section of the wing are used together to install the supersonic biplane outer wing section (with height dimension requirements) and the variable inclination tail.

[0033] Variable cycle engine (VCE), integrating the advantages of low exhaust speed (low noise) at takeoff of high bypass ratio turbofan engine, low fuel consumption at subsonic cruise and low fuel consumption at supersonic cruise of low bypass ratio turbofan engine. Streamline tracking external compression (STEX) inlet, STEX inlet has good low resistance, low sonic boom and integrated design flexibility. Convergence-divergence nozzle (CD nozzle) or plug nozzle.

[0034] The outer wing of the supersonic biplane is installed at the end of the inner section of the wing - the front of the outer wall of the engine nacelle. The ends of the biplanes are designed with winglets, which can improve aerodynamic efficiency. At the same time, the trailing edge movable rudder surface can be designed as needed to assist heading control. The plane shape of the supersonic biplane is a trapezoid with a large sweep angle and a medium aspect ratio. The spacing between the upper wing and the lower wing gradually decreases from the inside to the outside. The inner wing root spacing is limited by the engine nacelle height, and the outer wing tip spacing is at the minimum allowable value. The three-dimensional parameters of the entire supersonic biplane are comprehensively optimized to obtain satisfactory aerodynamic performance.

[0035] Supersonic biplanes have two states: supersonic / high speed and subsonic / low speed: 1) In the supersonic state, the basic biplane configuration is adopted, and the leading and trailing edges change the deflection angle and shape with the flight state parameters, so that the supersonic biplane works in the optimal state, such as Figure 5 and Figure 6 ; 2) In the subsonic state, a large variant configuration is adopted, and the double-wing variant becomes a single wing with a large relative thickness, which is actually the front section of the single wing, and the tail wing rotated to the flat position constitutes the rear section of the single wing, such as Figure 3 and Figure 4 In this way, the entire aircraft is approximately a tailless flying wing layout with good subsonic performance.

[0036] The leading and trailing edges of the upper and lower wing surfaces of the supersonic biplane adopt intelligent materials and intelligent structures, which can achieve large deformation deformation, build complex aerodynamic shapes adapted to the flight state, and provide better aerodynamic performance / sonic boom performance in both subsonic and supersonic states. In the subsonic state, the leading edges of the upper and lower wings of the biplane are deformed downward and upward respectively, and are gathered into one. The leading edge edge lines are butted at the designed position to form the leading edge of the single wing, and the leading edge completely closes the internal chamber of the biplane at the front end. The trailing edges of the upper and lower wings of the biplane respectively cover the leading edge of the tail in the flat position, and the trailing edges of the upper and lower trailing edges are respectively fitted with the upper and lower surfaces of the tail at the designed position to achieve smooth transition and coordination. On the whole, the supersonic biplane after the front deformation and the rear tail together form a complete wing surface, and the chord-wise section is a large relative thickness airfoil, and the entire wing surface has good subsonic aerodynamic performance. When the aircraft changes from subsonic to supersonic flight, the trailing edge of the upper wing after deformation can ensure the smooth separation of the tail wing without causing uncontrollable changes in the aerodynamic characteristics of the aircraft, such as Figure 2 .

[0037] The tail adopts a variable tilt angle variant design and is installed at the rear of the end of the inner section of the wing and outside the rear section of the engine nacelle. The left and right tail variants are designed to rotate around the installation axis along the longitudinal direction of the aircraft. The tail includes a front stabilizer and a rear rudder. The tail has two states: 1) Supersonic state, both sides of the tail have a large tilt angle (about 45°), forming a typical V-shaped tail, and the trailing edge control surface has the functions of both elevator and rudder to achieve three-axis control of the aircraft; 2) Subsonic state, the tilt angle is close to 90°, and together with the double wings in the front single-wing state, it forms a complete wing surface. The entire aircraft is approximately a tailless flying wing, and the trailing edge control surface of the tail becomes an elevator aileron, which is used to achieve three-axis control of the aircraft.

[0038] In supersonic state, the supersonic double wing itself has good aerodynamic performance and excellent low sonic boom characteristics. The V-shaped tail and multi-wing layout can regulate the reasonable distribution of the shock wave system of the whole aircraft, and can avoid using wings with too large sweep angles, with good cruise aerodynamic efficiency and control stability. Overall, this aerodynamic layout can well meet the comprehensive performance of aerodynamics / sonic boom / propulsion / noise.

[0039] In the subsonic state, the tailless flying wing layout has excellent aerodynamic characteristics, enabling the aircraft to achieve high efficiency and high performance, while also having good low-speed performance and take-off and landing performance.

[0040] In general, supersonic jets with supersonic biplane and variant designs have two different configurations or layouts: subsonic and supersonic. Both configurations or layouts have high efficiency and high performance in their respective flight speed ranges. Therefore, the aircraft is expected to have high efficiency and high performance that cannot be achieved by other layout designs.

[0041] Under typical flight mission conditions, the aircraft needs to achieve two state transitions: subsonic-supersonic and supersonic-subsonic. The corresponding supersonic biplane and variable tilt angle tail need to undergo two variants. The aircraft needs to adopt an intelligent control system to achieve highly complex variant / state transition control and flight control. The design of variant structures and systems is extremely challenging and requires a long time to solve many technical problems before it can be realized.

[0042] The above-described embodiments merely express the implementation methods of the present invention, but they should not be understood as limiting the scope of the present invention. It should be pointed out that for those skilled in the art, several modifications and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention.

Claims

1. A supersonic jet aircraft adopting a supersonic biplane and variant design, characterized in that: The supersonic jet adopts a large-area truncated delta wing with an inner side strip, an engine nacelle is arranged on the upper part of the outer end, and a supersonic double wing is installed on the outer side of the nacelle. The leading edges and trailing edges of the upper and lower wings of the supersonic double wing are made of intelligent materials to realize the deformation function; the tail wing can rotate around the installation axis along the longitudinal direction of the aircraft to change the inclination angle; the deformation of the leading and trailing edges of the supersonic double wing combined with the change of the inclination angle of the tail wing jointly enable the supersonic jet to form two states of supersonic and subsonic.

2. A supersonic jet aircraft with a supersonic biplane and variant design according to claim 1, characterized in that: The supersonic jet aircraft specifically adopts the following layout scheme: The inner section of the wing adopts a large area truncated delta wing with edge strips. The edge strips with large sweep angle and sharp leading edge are integrated with the leading edge of the inner section of the wing. The inner section of the wing with large sweep angle, sharp leading edge, large dihedral angle and large chord length extends from the middle of the fuselage to the tail of the fuselage and merges with the middle and rear fuselage. Its trailing edge has a small forward sweep angle. The engine nacelle is installed on the upper side of the inner end of the wing and is integrated with the fuselage. The air inlet and tail nozzle are located at a certain distance from the leading edge and trailing edge of the wing respectively. The outer wing of the supersonic biplane is installed at the end of the inner section of the wing - the front of the outer wall of the engine nacelle. The end of the biplane is designed with a winglet. The plane shape of the biplane is a trapezoid with a large sweep angle and a medium aspect ratio. The spacing between the upper wing and the lower wing gradually decreases from the inside to the outside. The inner wing root spacing is limited by the engine nacelle height, and the outer wing tip spacing is at the minimum allowable value. The leading edge and trailing edge of the upper and lower wing surfaces of the supersonic biplane can achieve large deformation variants; The tail is installed at the rear of the end of the inner section of the wing and outside the rear section of the engine nacelle. The left and right tails can rotate around the installation axis along the longitudinal direction of the aircraft to achieve a variable tilt angle. In the supersonic state, the supersonic biplane is a basic biplane configuration, and the leading and trailing edges change their deflection angles and shapes as the flight state parameters change, so that the supersonic biplane works in the optimal state; the tail fins on both sides have large inclination angles, forming a typical V-shaped tail fin, and the trailing edge control surface has the functions of both elevator and rudder, realizing three-axis control of the aircraft; In the subsonic state, the tail rotates to a flat position, and the leading edges of the upper and lower wings of the supersonic double wing are deformed downward and upward respectively and folded into one body, and the leading edge lines of the upper and lower wings are butted at the designed position to form the leading edge of a single wing. The deformed leading edge makes the internal cavity of the double wing between the upper and lower wings completely closed at the front end; The trailing edges of the upper and lower wings jointly cover the leading edge of the tail wing that has rotated to a flat position. The edge lines of the trailing edges of the upper and lower wings are respectively fitted with the upper and lower surfaces of the tail wing at the designed positions. The supersonic biplane and the tail wing together form a complete single-wing surface. The entire aircraft is approximately a tailless flying wing, and the rudder surface on the trailing edge of the tail wing becomes an elevator, which is used to achieve three-axis control of the aircraft.

3. A supersonic jet aircraft with a supersonic biplane and variant design according to claim 2, characterized in that: The supersonic biplane is designed with movable trailing edge control surfaces as required for auxiliary heading control.

4. A supersonic jet aircraft with a supersonic biplane and variant design according to claim 2, characterized in that: The leading edges and trailing edges of the upper and lower wing surfaces of the supersonic double wing are transformed with large deformation by adopting intelligent materials and intelligent structures.

5. A supersonic jet aircraft with a supersonic biplane and variant design according to claim 2, characterized in that: The supersonic jet also includes: Adopting external vision system, S-shaped curved large slenderness ratio variable cross-section fuselage, that is, slender nose section and rear fuselage section, large cross-section fuselage middle section, the fuselage centerline is approximately S-shaped; It adopts a variable cycle engine, a streamline tracking external compression inlet, a convergence-divergence nozzle or a plug nozzle.

6. A supersonic jet aircraft with a supersonic biplane and variant design according to claim 2, characterized in that: The slenderness ratio of the variable cross-section fuselage is greater than 20.

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