Wide speed range aircraft with front-mounted payload compartment

Abstract

This invention discloses a wide-speed-range aircraft with a forward-mounted payload bay, belonging to the field of supersonic aircraft design technology. It addresses the problems of supersonic transport aircraft employing high aspect ratio fuselage designs, which limit internal height and volume, resulting in lower overall loading performance due to the slender fuselage, and the ineffective utilization of localized high-pressure flow during supersonic cruise. The invention comprises a fuselage, left wing, right wing, horizontal stabilizer, and vertical stabilizer. The fuselage includes a payload bay, a blending transition section, a mid-fuselage section, and a tail section. The payload bay is connected to the front of the mid-fuselage section via the blending transition section, and the rear of the mid-fuselage section is connected to the tail section. During supersonic cruise, the lower surface of the payload bay acts as a compressive surface, effectively compressing the incoming flow and generating a localized high-pressure zone below the payload bay's outer envelope. This effectively improves the overall lift-to-drag characteristics of the aircraft and alleviates the nose-down moment problem caused by the forward-mounted payload bay.

Description

Technical Field

[0001] This invention relates to the field of supersonic vehicle design technology, and in particular to a wide-speed-range vehicle with a forward-mounted payload bay. Background Technology

[0002] With the booming development of the global economy, healthcare, and technology sectors, there is a growing demand for time-sensitive groups such as special patients, multinational corporation executives, and researchers. This has led to a surge in demand for the transportation of precision instruments, emergency medical supplies, and high-value fresh produce. Existing subsonic transport aircraft suffer from low efficiency, slow response times, and wasted flight costs due to incomplete loads. The emergence of supersonic transport aircraft can provide strong support for building a "same-day delivery" global transport network, filling the efficiency gap left by existing subsonic transport aircraft.

[0003] Supersonic transport aircraft that have already been developed (such as the Tu-144 and Concorde) generally adopt a high length-to-slender fuselage design to overcome the sound barrier, which limits their cabin height and volume. For example, the Tu-144 has a maximum takeoff weight of nearly 200 tons, but its cabin width is only 2.9 meters, and its volume is far smaller than that of subsonic transport / passenger aircraft of the same era. Furthermore, the slender fuselage results in lower overall loading capacity, making it unsuitable for the rapid loading, unloading, and large-volume transport of large or regularly shaped cargo. Summary of the Invention

[0004] The purpose of this invention is to address the limitations imposed by the high aspect ratio fuselage design of supersonic transport aircraft, which restricts the internal height and volume of the cabin. The slender fuselage also results in lower overall load capacity, and the local high-pressure flow generated during supersonic cruise is not effectively utilized. This invention provides a wide-speed-range aircraft with a forward-positioned payload compartment. During supersonic cruise, the lower surface of the payload compartment acts as a compression surface to effectively compress the incoming flow, generating a local high-pressure zone below the outer envelope of the payload compartment. This effectively improves the lift-drag characteristics of the entire aircraft and also alleviates the nose-down torque problem caused by the forward-positioned payload compartment.

[0005] To achieve the above objectives, the present invention employs the following technical solution:

[0006] A wide-speed-range aircraft with a forward-mounted payload bay includes a fuselage, left wing, right wing, horizontal stabilizer, and vertical stabilizer.

[0007] The fuselage includes a payload bay, a fusion transition section, a fuselage midsection, and a fuselage tail section; the payload bay is connected to the front end of the fuselage midsection via the fusion transition section, and the rear end of the fuselage midsection is connected to the fuselage tail section.

[0008] The left wing includes a left inner wing section and a left outer wing section. The left inner wing section is connected to the left side of the fuselage on one side and to the left outer wing section on the other side. The right wing includes a right inner wing section and a right outer wing section. The right inner wing section is connected to the right side of the fuselage on one side and to the right outer wing section on the other side.

[0009] The horizontal stabilizer includes a left horizontal stabilizer and a right horizontal stabilizer. The left horizontal stabilizer is located on the left side of the tail of the fuselage, the right horizontal stabilizer is located on the right side of the tail of the fuselage, and the vertical stabilizer is located on the upper side of the tail of the fuselage.

[0010] Furthermore, the maximum spanning width of the payload bay's outer envelope is 35% of the fuselage spanning length, and the relative angle between the payload bay and the mid-fuselage is 2°.

[0011] Furthermore, the foremost point of the connection between the left wing and the fuselage is located at 33% of the fuselage axis length. The leading edge sweep angle of the left inner wing section is 70°, and the trailing edge sweep angle is 15°. The leading edge sweep angle of the left outer wing section is 70°, and the trailing edge sweep angle is 44°.

[0012] Furthermore, the foremost point of the connection between the right wing and the fuselage is located at 33% of the fuselage axis length, the leading edge sweep angle of the right inner wing section is 70°, and the trailing edge sweep angle is 15°; the leading edge sweep angle of the right outer wing section is 70°, and the trailing edge sweep angle is 44°.

[0013] Furthermore, the left horizontal stabilizer is a clipped delta wing with a leading edge sweep angle of 60° and a trailing edge sweep angle of 23°; the right horizontal stabilizer is a clipped delta wing with a leading edge sweep angle of 60° and a trailing edge sweep angle of 23°.

[0014] Furthermore, the foremost point of the connection between the vertical tail and the tail of the fuselage is located at 85% of the length of the fuselage axis, the leading edge of the vertical tail is located at -10% of the chord length of the horizontal tail, the trailing edge of the vertical tail is located at 185% of the chord length of the horizontal tail, the leading edge sweep angle of the vertical tail is 60°, and the trailing edge sweep angle is 40°.

[0015] The beneficial effects of this invention are:

[0016] 1. The forward-positioning of the payload compartment in this invention ensures better loading and unloading performance. At the same time, the integrated design of the payload compartment and the fuselage effectively balances the single-flight volume and the wide-speed-range aerodynamic characteristics of the entire aircraft.

[0017] 2. This invention increases the volume of supersonic vehicles while significantly improving the lift-to-drag ratio during supersonic cruise and noticeably improving the longitudinal pitch performance loss caused by the front-load.

[0018] 3. The carrier aircraft of this invention has a high aspect ratio, a large swept mid-wing, and a small aspect ratio layout, which provides excellent supersonic aerodynamic performance and can provide a certain degree of volume and good handling characteristics. Attached Figure Description

[0019] Figure 1 This is a three-dimensional structural diagram of a wide-speed-range aircraft with a forward-mounted payload bay;

[0020] Figure 2 This is a side view of a wide-speed-range aircraft with a forward-mounted payload bay;

[0021] Figure 3 yes Figure 2 Top view;

[0022] Figure 4 yes Figure 2 The left view;

[0023] Figure 5 This is a schematic diagram of the spatial flow field pressure distribution of the present invention (the arrows in the diagram indicate the direction of the incoming flow).

[0024] In the diagram, 1-payload bay; 2-fusion transition section; 3-fleet midsection; 4-left inner wing section; 5-right inner wing section; 6-left outer wing section; 7-right outer wing section; 8-tail section of fuselage; 9-left horizontal stabilizer; 10-right horizontal stabilizer; 11-vertical stabilizer; 12-first shock wave; 13-first high-pressure region; 14-second high-pressure region; 15-flow region on the upper part of the fuselage. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this invention clearer, the invention is described below with reference to specific embodiments shown in the accompanying drawings. However, it should be understood that these descriptions are merely exemplary and not intended to limit the scope of the invention. Furthermore, descriptions of well-known structures and technologies are omitted in the following description to avoid unnecessarily obscuring the concept of the invention.

[0026] Example:

[0027] Combination Figure 1-5 This embodiment describes a wide-speed-range aircraft with a forward-mounted payload bay, comprising a fuselage, left wing, right wing, horizontal stabilizer, and vertical stabilizer 11.

[0028] The fuselage includes a payload compartment 1, a fusion transition section 2, a fuselage midsection 3, and a fuselage tail section 8; the payload compartment 1 is connected to the front end of the fuselage midsection 3 via the fusion transition section 2, and the rear end of the fuselage midsection 3 is connected to the fuselage tail section 8.

[0029] The left wing includes a left inner wing section 4 and a left outer wing section 6. The left inner wing section 4 is connected to the left side of the fuselage on one side and to the left outer wing section 6 on the other side. The right wing includes a right inner wing section 5 and a right outer wing section 7. The right inner wing section 5 is connected to the right side of the fuselage on one side and to the right outer wing section 7 on the other side.

[0030] The horizontal stabilizer includes a left horizontal stabilizer 9 and a right horizontal stabilizer 10. The left horizontal stabilizer 9 is located on the left side of the tail section 8 of the fuselage, the right horizontal stabilizer 10 is located on the right side of the tail section 8 of the fuselage, and the vertical stabilizer 11 is located on the upper side of the tail section 8 of the fuselage.

[0031] Specifically, the maximum spanning width of the outer envelope of the payload compartment 1 is 35% of the fuselage spanning length, and the relative angle between the payload compartment 1 and the fuselage mid-section 3 is 2°.

[0032] Specifically, the foremost point of the connection between the left wing and the fuselage is located at 33% of the fuselage axis length. The leading edge sweep angle of the left inner wing section 4 is 70° and the trailing edge sweep angle is 15°. The leading edge sweep angle of the left outer wing section 6 is 70° and the trailing edge sweep angle is 44°.

[0033] Specifically, the foremost point of the connection between the right wing and the fuselage is located at 33% of the fuselage axis length; the leading edge sweep angle of the right inner wing section 5 is 70° and the trailing edge sweep angle is 15°; the leading edge sweep angle of the right outer wing section 7 is 70° and the trailing edge sweep angle is 44°.

[0034] Specifically, the left horizontal stabilizer 9 is a clipped delta wing with a leading edge sweep angle of 60° and a trailing edge sweep angle of 23°; the right horizontal stabilizer 10 is a clipped delta wing with a leading edge sweep angle of 60° and a trailing edge sweep angle of 23°.

[0035] Specifically, the foremost point of the connection between the vertical tail 11 and the tail section 8 of the fuselage is located at 85% of the length of the fuselage axis, the leading edge of the vertical tail 11 is located at -10% of the chord length of the horizontal tail, the trailing edge of the vertical tail 11 is located at 185% of the chord length of the horizontal tail, the leading edge sweep angle of the vertical tail 11 is 60°, and the trailing edge sweep angle is 40°.

[0036] In this embodiment, the high-speed incoming flow is first compressed by the outer envelope of the load chamber 1, generating a first shock wave 12, and the flow pressure increases after the shock wave. By designing the lower surface of the load chamber 1 as a continuously variable curvature geometry as a compression surface, the high-speed incoming flow can be effectively compressed, further increasing its pressure. Since the curvature of the compression surface itself is variable, a large number of weak shock waves are generated in the first high-pressure region 13, continuously compressing the incoming flow, causing the flow in the first high-pressure region 13 to gradually increase from upstream to downstream, reaching a pressure peak near the second high-pressure region 14. The first high-pressure region 13 is the flow field region surrounded by the orange line and the lower surface of the fuselage with points A and B as boundaries. Compared with the compression effect of a single shock wave, this design can effectively improve the flow field quality; and while ensuring the same compression effect, it can effectively shorten the length of the compression surface, thus making the overall aircraft layout more compact. The flow field close to the fuselage in the first high-pressure region 13 and the flow field in the upper part of the fuselage 15 generate a large pressure difference, providing lift for the entire aircraft. At the same time, this design allows the lower surface of the nose to generate a significant lift contribution, which can provide a certain pitching moment for the entire aircraft during supersonic cruise and can effectively improve the longitudinal moment characteristics of the entire aircraft in applications where the load is placed in front.

[0037] In this invention, the wide-speed-range aircraft with the payload compartment positioned in front uses a supersonic forebody as the outer envelope of the payload compartment and arranges it in front of the fuselage through a blended transition design. This effectively compresses the incoming flow below the outer envelope of the payload compartment 1, forming a local high-pressure zone below it. This makes the outer envelope of the payload compartment 1 act as a lifting body, improving the overall cruise lift-drag characteristics of the aircraft.

[0038] In this invention, the compression surface at the front of the load compartment 1 effectively compresses the incoming flow below it and forms a local high-pressure zone below it, which can provide a positive torque under the body axis of the whole machine, thereby compensating for the pitch performance loss caused by the front placement of the load.

[0039] In this embodiment, the lower surface of the outer envelope of the payload compartment 1 acts as a compression surface to compress the incoming flow, generating a high-pressure zone below it to provide lift for the entire aircraft. This can effectively improve the lift-drag characteristics of the entire aircraft during supersonic cruise and mitigate the loss of longitudinal torque characteristics caused by the forward placement of the payload compartment.

[0040] The present invention has been described in detail above. However, modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, any modifications or improvements that do not depart from the spirit of the present invention are within the scope of protection of the present invention.

Claims

1. A wide-speed-range aircraft with a forward-mounted payload bay, characterized in that: Including the fuselage, left wing, right wing, horizontal stabilizer, and vertical stabilizer (11); The fuselage includes a payload compartment (1), a fusion transition section (2), a fuselage midsection (3), and a fuselage tail section (8); the payload compartment (1) is connected to the front end of the fuselage midsection (3) via the fusion transition section (2), and the rear end of the fuselage midsection (3) is connected to the fuselage tail section (8). The left wing includes a left inner wing section (4) and a left outer wing section (6). The left inner wing section (4) is connected to the left side of the fuselage on one side and to the left outer wing section (6) on the other side. The right wing includes a right inner wing section (5) and a right outer wing section (7). The right inner wing section (5) is connected to the right side of the fuselage on one side and to the right outer wing section (7) on the other side. The horizontal stabilizer includes a left horizontal stabilizer (9) and a right horizontal stabilizer (10). The left horizontal stabilizer (9) is located on the left side of the tail section (8) of the fuselage, the right horizontal stabilizer (10) is located on the right side of the tail section (8) of the fuselage, and the vertical stabilizer (11) is located on the upper side of the tail section (8) of the fuselage.

2. A wide-speed-range aircraft with a forward-mounted payload bay according to claim 1, characterized in that: The maximum span of the outer envelope of the payload compartment (1) is 35% of the fuselage span, and the relative angle between the payload compartment (1) and the middle part of the fuselage (3) is 2°.

3. A wide-speed-range aircraft with a forward-mounted payload bay according to claim 2, characterized in that: The foremost point of the left wing connection with the fuselage is located at 33% of the fuselage axis length. The leading edge sweep angle of the left inner wing section (4) is 70° and the trailing edge sweep angle is 15°. The leading edge sweep angle of the left outer wing section (6) is 70° and the trailing edge sweep angle is 44°.

4. A wide-speed-range aircraft with a forward-mounted payload bay according to claim 3, characterized in that: The foremost point of the connection between the right wing and the fuselage is located at 33% of the fuselage axis length. The leading edge sweep angle of the right inner wing section (5) is 70° and the trailing edge sweep angle is 15°. The leading edge sweep angle of the right outer wing section (7) is 70° and the trailing edge sweep angle is 44°.

5. A wide-speed-range aircraft with a forward-mounted payload bay according to claim 4, characterized in that: The left horizontal stabilizer (9) is a clipped delta wing with a leading edge sweep angle of 60° and a trailing edge sweep angle of 23°; the right horizontal stabilizer (10) is a clipped delta wing with a leading edge sweep angle of 60° and a trailing edge sweep angle of 23°.

6. A wide-speed-range aircraft with a forward-mounted payload bay according to claim 5, characterized in that: The foremost point of the connection between the vertical tail (11) and the tail section (8) of the fuselage is located at 85% of the length of the fuselage axis. The leading edge of the vertical tail (11) is located at -10% of the chord length of the horizontal tail. The trailing edge of the vertical tail (11) is located at 185% of the chord length of the horizontal tail. The leading edge sweep angle of the vertical tail (11) is 60° and the trailing edge sweep angle is 40°.

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