A three-channel integrated internal and external flow full-wave aerodynamic design method

Abstract

A three-channel integrated internal and external flow full-waverider aerodynamic design method is disclosed, relating to the integrated design of near-space hypersonic vehicles. It includes three three-dimensional contraction inlets arranged in parallel along the spanwise direction and an integrated internal / external flow aerodynamic transition design. All three three-dimensional contraction inlets employ streamline tracing design using a three-dimensional contraction basic flow field. The basic flow field of the internal waverider's three-dimensional contraction inlet is coupled with the external flow field of the waverider forebody, enabling an aerodynamic transition between the internal waverider's three-dimensional contraction inlet and the external waverider's waverider forebody. The resulting three-channel integrated internal and external flow full-waverider configuration has its entire lower surface completely "riding" on a three-dimensional external compression shock wave, exhibiting excellent full-waverider characteristics. All three three-dimensional contraction shock waves are sealed, achieving full flow capture in the three three-dimensional contraction inlets. This design method introduces a new approach to the integrated design of the vehicle's waverider forebody and three-dimensional internal inlet.

Description

Technical Field

[0001] This invention relates to the field of integrated design of near-space hypersonic aircraft, and in particular to a three-channel integrated internal and external flow full-wave aerodynamic design method. Background Technology

[0002] In recent years, hypersonic vehicles have become one of the key directions for the development of aerospace technology both domestically and internationally. Research on hypersonic vehicles flying in near-space is of paramount importance for national defense and strategic weapon development. Since the 1960s, researchers both at home and abroad have recognized through extensive research that the integrated design of the airframe and engine is the core and key technology of hypersonic vehicle design (Luo Shibin, Integrated Airframe / Engine Design of Hypersonic Vehicles [M]. Beijing: Science Press, 2018: 10-11). As one of the core technologies of airframe and engine integration, the integrated design of the vehicle's forebody and air intake has received particular attention.

[0003] In 1959, Nonweiler first proposed the concept of the waverider (Nonweiler T RF. Aerodynamic problems of manned space vehicles[J].The Aeronautical Journal,1959,63(585):521-528). Due to its high lift-to-drag ratio, the waverider has been widely used in the design of hypersonic vehicle forebody. The design principle of the waverider is to use the leading-edge appendage shock wave to confine the high-pressure airflow behind the wave to the lower surface of the vehicle, creating a pressure difference between the upper and lower surfaces to generate lift, thus achieving the aerodynamic requirement of a high lift-to-drag ratio in hypersonic flight. As a forebody for hypersonic vehicles, the waverider can also pre-compress the incoming flow, thereby improving the inlet flow coefficient and total pressure recovery coefficient. Therefore, it is widely considered an ideal forebody configuration for hypersonic vehicles.

[0004] Alongside the development of hypersonic vehicle forebody systems, air intakes have also evolved from two-dimensional to three-dimensional configurations. As a crucial structure of the engine, the air intake plays a vital role, capturing incoming airflow and providing the required compressed airflow for the subsequent combustion chamber. With the increasing diversification of mission objectives, the integration methods between the air intake and the forebody have also diversified. Different vehicle types have different air intake layouts, but the goal is always to achieve seamless integration between the air intake and the vehicle. Existing hypersonic air intakes mainly include two-dimensional air intakes, axisymmetric air intakes, side-pressure air intakes, and three-dimensional internal rotation air intakes.

[0005] Internal and external flow integration requires the fusion of the aircraft's forebody and air intake. Traditional forebody / intake integration design methods primarily involve separately designing the forebody and air intake configurations based on specific requirements, then matching them to achieve internal and external flow integration. However, due to the different design philosophies and methodologies of the air intake and forebody, this simple geometric fusion approach not only fails to preserve the original advantages of each component but also degrades the overall performance of the aircraft. A truly integrated design of the forebody and air intake requires more than just geometric fusion; it must also consider the shock wave configuration generated by the forebody and the flow field characteristics on its surface to achieve effective aerodynamic integration between the two.

[0006] Achieving a smooth geometric and aerodynamic transition between the forebody and the inlet of a hypersonic vehicle, and improving the inlet's compression efficiency, is a key research focus and challenge (Luo Shibin, Sun Yuhang, Liu Jun, Song Jiawen, Zheng Shengxian. A review of integrated design of hypersonic waverider forebody / inlet [J]. Aerospace Technology, 2022(06):24-48). A three-dimensional contraction inlet can be integrated with the waverider forebody through geometric and aerodynamic transitions, further improving the inlet's internal flow quality and enhancing engine performance. Therefore, extensive research has been conducted both domestically and internationally on the integrated design of the forebody / three-dimensional contraction inlet, but research on the integrated design of multi-modular forebody / three-dimensional contraction inlet is very limited. Based on existing publicly available literature, only the United States and Australia jointly conducted research on the integration of multi-modal forebody / three-dimensional internally contracting inlets in the 2010 Conical Hypersonic Vehicle Project (Gollan RJ, Smart MK. Design of modular shape transition inlets for a conical hypersonic vehicle [C]. 48th AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition, Orlando, Florida, 2010-01). Furthermore, in 2019, Zhang Wenhao (Zhang Wenhao. Research on Integrated Design Method of Three-Dimensional Internally Contracting Inlet and Waverider Airframe [D]. National University of Defense Technology, 2019) proposed an integrated design method for three parallel internally contracting inlets and the airframe. Both of these designs are essentially based on geometric fusion, with the three-dimensional internally contracting inlet and the waverider forebody arranged in series along the flow direction.

[0007] Based on aerodynamic and geometric integration, this invention innovatively proposes a layout of three three-dimensional internal contraction air intakes arranged in parallel along the spanwise direction. This realizes the integrated internal and external flow design of the multi-modal waverider forebody and the three-dimensional internal contraction air intakes of the aircraft, aiming to introduce new ideas for the integrated design of the aircraft forebody and the three-dimensional internal contraction air intakes. Summary of the Invention

[0008] The purpose of this invention is to introduce a new approach to the integrated design of aircraft forebody and three-dimensional internal converging inlet, providing a three-channel integrated internal and external flow full waveriding aerodynamic design method. Based on the local deflection kissing design method, while maintaining the waveriding characteristics of the aircraft forebody, three three-dimensional internal converging inlet ducts are arranged in parallel along the spanwise direction of the full waveriding forebody; the influence of lateral flow is resolved, realizing the design of the waveriding forebody in complex flow fields.

[0009] This invention includes the following steps:

[0010] (1) Design of external compression basic flow field and external compression shock wave surface: Ma6 is used as the design point of external compression basic flow field. The external compression shock wave surface of the wall under the hypersonic integrated configuration is obtained by using the 9-node control Bezier surface method. The corresponding external compression basic flow field is solved by the local deflection kiss design method based on the designed external compression shock wave surface.

[0011] (2) Design three three-dimensional internal contraction basic flow fields and three three-dimensional internal contraction shock wave surfaces: The internal contraction basic flow field is an important condition for the design of the internal wave-riding inlet; Ma6 is used as the design point of the three-dimensional internal contraction basic flow field. Based on the performance requirements of the hypersonic vehicle inlet, the three three-dimensional internal contraction basic flow fields are designed and solved. Based on the parameters such as the first incident shock wave angle in the three three-dimensional internal contraction basic flow fields, the three three-dimensional internal contraction shock wave surfaces are designed along the spanwise direction of the external compression shock wave surface.

[0012] (3) Design of integrated internal and external flow aerodynamic transition: The intersection line of the three three-dimensional internal contraction shock wave surfaces generated in step (2) and the external compression shock wave surface in step (1) is used as the shock wave receiving section of the three-dimensional internal contraction inlet and the leading edge profile of the wave-riding forebody. That is, the intersection line is the common leading edge profile of the internal / external wave-riding; the hypersonic integrated configuration realizes the integrated internal and external flow aerodynamic transition at this profile.

[0013] (4) Design three three-dimensional internal contraction inlet ducts with internal wave riding: Based on the inlet flow requirements and the shock wave receiving sections of the three three-dimensional internal contraction inlet ducts, design three shock wave generating sections of the three three-dimensional internal contraction inlet ducts; Discretize the leading edge profiles of the three three-dimensional internal contraction inlet ducts, and obtain the inlet duct structure by using the streamline tracing method in the three basic internal contraction flow fields; Then, obtain the isentropic compression profile and the lower surface of the isolation section of the actual three three-dimensional internal contraction inlet ducts through geometric modification;

[0014] (5) Design the upper and lower walls of the outer wave-riding forebody: Based on the common leading edge profile of the inner / outer wave-riding obtained in step (3), extend it along the spanwise direction of the outer compression shock surface to design a complete FCT profile; Discretize the obtained complete FCT profile into a point set and trace the streamline in the outer compression shock flow field to obtain the complete lower wall of the wave-riding forebody; Straighten the common leading edge profile of the inner / outer wave-riding and the extended two sides of the leading edge profile segments of the wave-riding forebody to the tail of the outer compression shock surface to obtain the upper wall of the outer wave-riding forebody, and complete the three-channel integrated inner and outer flow full wave-riding configuration design. The upper and lower walls of the outer wave-riding forebody and the three inner wave-riding three-dimensional internal contraction inlet channels complete the aerodynamic transition at the common leading edge profile.

[0015] In step (2), three three-dimensional internal contraction shock surfaces are designed in parallel along the spanwise direction of the external compression shock surface, so that the three three-dimensional internal contraction inlet and the wave-riding forebody are arranged in parallel along the spanwise direction; three identical three-dimensional internal contraction basic flow fields can be used to generate three identical three-dimensional internal contraction shock surfaces.

[0016] In step (4), the inlet profiles of the three designed three-dimensional internal contraction air intakes are completely fitted onto the three designed three-dimensional internal contraction shock wave surfaces, so that the three three-dimensional internal contraction shock waves are all sealed, thereby achieving full flow capture of the three three-dimensional internal contraction air intakes.

[0017] Compared with the prior art, the advantages of the present invention are:

[0018] This invention solves the flow field based on a local deflection-kissing design method, addressing the impact of lateral flow and enabling the design of waverider forebody in complex flow fields. The three-dimensional inward-contracting inlet designed using this invention's inlet design method has its inlet profile completely conforming to the incident shock wave surface. On one hand, this achieves the sealing of the inlet by the incident shock wave, preventing the overflow of captured airflow and achieving full-flow capture. On the other hand, because this method directly captures hypersonic airflow, it reduces airflow at the airframe surface, lowering the amount of low-speed airflow captured by the inlet and improving the overall performance of the aircraft. The leading edge profile of the waverider forebody of this invention conforms to the designed curved shock wave, allowing the waverider forebody and inlet to completely "ride" on the curved shock wave, exhibiting "full waveriding" characteristics. This invention adopts a multi-modular waverider forebody / three-dimensional inward-contracting inlet parallel layout along the spanwise direction. Compared to a multi-modular series layout, this results in less influence between the forebody and inlet, allowing the forebody and inlet to ride independently. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the external compression shock wave surface;

[0020] Figure 2 This is a schematic diagram of the basic flow field of internal contraction;

[0021] Figure 3 It is a schematic diagram of the integrated internal and external flow full-wave aerodynamic transition design; among them, (a) is a schematic diagram of the intersection of three three-dimensional internal contraction shock wave surfaces and external compression shock wave surfaces, (b) is a schematic diagram of the design of the common leading edge profile of the internal / external wave riding, and (c) is a schematic diagram of the projection of the common leading edge profile of the internal / external wave riding onto the projection plane.

[0022] Figure 4 These are schematic diagrams of three three-dimensional internal contraction air intakes; where (a) is a schematic diagram of the projection of the inlet profile of the three three-dimensional internal contraction air intakes onto the projection plane, (b) is a schematic diagram of the inlet profile of the three three-dimensional internal contraction air intakes, and (c) is a top view of the three three-dimensional internal contraction air intakes.

[0023] Figure 5 This is a schematic diagram of the design of the lower wall of the wavefront; where (a) is a schematic diagram of the design of the leading edge profile of the wavefront on the projection plane, and (b) is a top view of the lower wall of the wavefront.

[0024] Figure 6 It is a three-channel integrated internal and external flow full wave-riding configuration; where (a) is a half-section schematic diagram of the three-channel integrated internal and external flow full wave-riding configuration, and (b) is a top view of the three-channel integrated internal and external flow full wave-riding configuration.

[0025] The markings in the diagram are as follows: 1 represents the external compression shock wave surface; 2 represents the compression profile of the three-dimensional internal contraction inlet; 3 represents the first incident shock wave; 4 represents the reflected shock wave; 5 represents the three three-dimensional internal contraction shock wave surfaces; 6 represents the intersection line of the three three-dimensional internal contraction shock wave surfaces and the external compression shock wave surface; 7 represents the common leading edge profile of the internal / external wave-riding; 8 represents the projection plane; 9 represents the common leading edge profile of the internal / external wave-riding on the projection plane; 10 represents the shock wave receiving section of the three-dimensional internal contraction inlet; 11 represents the shock wave receiving section of the three-dimensional internal contraction inlet on the projection plane; 12 represents... 13 represents the shock wave generation section of the three-dimensional internal contraction inlet on the projection plane; 14 represents the compression profile of the three-dimensional internal contraction inlet; 15 represents the inlet isolation section; 16 represents the leading edge profile segment of the waverider forebody; 17 represents the leading edge profile segment of the waverider forebody on the projection plane; 18 represents the leading edge profile segment of the waverider forebody extending to both sides on the projection plane; 19 represents the complete FCT profile; 20 represents the lower wall of the waverider forebody; 21 represents the leading edge profile segments of the waverider forebody on both sides; 22 represents the upper wall of the waverider forebody. Detailed Implementation

[0026] Based on aerodynamic and geometric fusion, this invention innovatively proposes a layout of three three-dimensional internal contraction air intakes arranged in parallel along the spanwise direction. This realizes the integrated internal and external flow full waverider design of the aircraft's multi-modal waverider forebody and the three-dimensional internal contraction air intakes, introducing a new approach to the integrated design of the aircraft forebody and the three-dimensional internal contraction air intakes.

[0027] See Figures 1-6 A three-channel integrated internal and external flow full-wave aerodynamic design method, the main steps of which include:

[0028] 1. Design of the basic external compression flow field and external compression shock wave surface: Based on the overall design requirements of the hypersonic vehicle, this embodiment designs the external compression shock wave surface 1 using Ma6 as the basic flow field design point. For example... Figure 1 As shown, the shock wave surface has an axisymmetric shape and is obtained using a multi-node control method for Bezier surfaces. In this embodiment, a 9-node control method is used to control the shape of the shock wave surface. Based on the incoming flow parameters and other conditions, the corresponding external compression basic flow field is solved using a local deflection shear design method.

[0029] 2. Design three three-dimensional contracting basic flow fields and three three-dimensional contracting shock wave surfaces: Design as follows... Figure 2 The three-dimensional internal contraction basic flow field shown in this embodiment uses Ma6 as the basic flow field design point. The three-dimensional internal contraction inlet compression profile 2 is designed, simultaneously obtaining the first incident shock wave 3 and reflected shock wave 4 in the basic flow field. Three three-dimensional internal contraction shock wave surfaces 5 are designed along the spanwise direction of the outer compression shock wave surface based on parameters such as the angle of the first incident shock wave in the three three-dimensional internal contraction basic flow fields. This embodiment uses three identical three-dimensional internal contraction basic flow fields, thus generating three identical three-dimensional internal contraction shock wave surfaces.

[0030] 3. Design of integrated internal and external flow full-wave aerodynamic transition: The three three-dimensional internal contraction shock wave surfaces 5 intersect with the external compression shock wave surface 1 to obtain the intersection line 6. This intersection line 6 is intercepted to obtain the common leading edge profile 7 of the internal / external wave-riding system. This common leading edge profile 7 will serve as the shared segment of the leading edge profiles of the three-dimensional internal contraction inlet and the wave-riding forebody for subsequent integrated design. The common leading edge profile 7 of the internal / external wave-riding system is projected along the vector direction onto the projection plane 8 to obtain the common leading edge profile 9 of the internal / external wave-riding system on the projection plane.

[0031] 4. Design of three-dimensional internal contraction inlet ducts with three internal wave-riding structures: When generating the three-dimensional internal contraction inlet duct structure, the common leading edge profile 7 of the internal / external wave-riding is first used as the shock wave receiving section 10 of the three-dimensional internal contraction inlet duct, and the common leading edge profile 9 of the internal / external wave-riding on the projection plane is used as the shock wave receiving section 11 of the three-dimensional internal contraction inlet duct on the projection plane. According to the inlet flow requirements of the inlet duct and the shock wave receiving section 11 of the three-dimensional internal contraction inlet duct on the projection plane, the shock wave generating section 12 of the three-dimensional internal contraction inlet duct on the projection plane 8 is designed. The shock wave receiving section 11 and the shock wave generating section 12 of the three-dimensional internal contraction inlet duct on the projection plane are discretized into point sets, and streamline tracing is performed in the basic flow field of the three-dimensional internal contraction to obtain the three-dimensional internal contraction inlet duct structure, and the shock wave generating section 13 of the three-dimensional internal contraction inlet duct is obtained at the same time. At this time, the shock wave receiving section 10 and the shock wave generating section 13 of the three-dimensional internal contraction inlet ducts are all attached to the three designed three-dimensional internal contraction shock wave surfaces 5. Then, the three-dimensional internal contraction intake compression profile 14 and isolation section 15 are obtained through geometric modification.

[0032] 5. Design the upper and lower walls of the outer waverider forebody. When generating the waverider forebody, the common leading edge profile 7 of the inner / outer waveriders is used as the leading edge profile segment 16 of the waverider forebody, and the common leading edge profile 9 of the inner / outer waveriders on the projection plane is used as the leading edge profile segment 17 of the waverider forebody on the projection plane. The leading edge profile segment 17 of the waverider forebody on the projection plane is extended to both sides by a segment 18 to the outer compression shock wave surface 1 to obtain a complete FCT profile 19. The complete FCT profile 19 is discretized into a point set and streamlined in the outer compression basic flow field to obtain the lower wall 20 of the waverider forebody. The obtained lower wall 20 of the waverider forebody achieves aerodynamic transition with the three-dimensional inner contraction inlet at the common leading edge profile 7 of the inner / outer waveriders. The common leading edge profile 7 of the inner / outer waverider and the leading edge profile segments 21 of the waverider forebody on both sides are stretched straight along the flow direction to the tail of the outer compression shock wave surface 1 to obtain the upper wall surface 22 of the waverider forebody; finally, a three-channel integrated inner and outer flow full waverider configuration is obtained.

[0033] This invention comprises three three-dimensional internal contraction inlets arranged in parallel along the spanwise direction and an integrated aerodynamic transition design for internal / external flow. All three three-dimensional internal contraction inlets employ streamline tracing design using a three-dimensional internal contraction basic flow field. The basic flow field of the internal waveriding three-dimensional internal contraction inlet is coupled with the external flow field of the waverider precursor, enabling an aerodynamic transition between the internal waveriding three-dimensional internal contraction inlet and the external waverider precursor. The resulting three-channel integrated internal and external flow full waverider configuration, generated by this design method, has its entire lower surface completely "riding" on a three-dimensional external compression shock wave, exhibiting excellent full waverider characteristics. All three three-dimensional internal contraction shock waves are sealed, achieving full flow capture for the three three-dimensional internal contraction inlets. This invention innovatively achieves geometric and aerodynamic integration of the three three-dimensional internal contraction inlets arranged in parallel along the spanwise direction and the waverider precursor. The three-channel integrated internal and external flow full waverider configuration generated by this invention introduces new ideas for the integrated design of multi-modular aircraft forebody and three-dimensional internal inlet.

Claims

1. A three-channel integrated internal and external flow full-wave aerodynamic design method, characterized in that... Includes the following steps: (1) Design of external compression basic flow field and external compression shock wave surface: Ma6 is used as the design point of external compression basic flow field. The external compression shock wave surface of the wall under hypersonic integrated configuration is obtained by using the 9-node control Bezier surface method. The corresponding external compression basic flow field is solved by using the local deflection kiss design method based on the designed external compression shock wave surface. (2) Design three three-dimensional internal contraction basic flow fields and three three-dimensional internal contraction shock wave surfaces: The internal contraction basic flow field is an important condition for the design of the internal wave-riding inlet; Ma6 is used as the design point of the three-dimensional internal contraction basic flow field. The three three-dimensional internal contraction basic flow fields are designed and solved according to the performance requirements of the hypersonic vehicle inlet. The three three-dimensional internal contraction shock wave surfaces are designed along the spanwise direction of the external compression shock wave surface according to the first incident shock wave angle parameter in the three three-dimensional internal contraction basic flow fields. (3) Design of integrated internal and external flow aerodynamic transition: The intersection line of the three three-dimensional internal contraction shock wave surfaces generated in step (2) and the external compression shock wave surface in step (1) is used as the shock wave receiving section of the three-dimensional internal contraction inlet and the leading edge profile of the wave-riding forebody. That is, the intersection line is the common leading edge profile of the internal / external wave-riding; the hypersonic integrated configuration realizes the integrated internal and external flow aerodynamic transition at this profile. (4) Design three internal constriction inlet channels with internal wave riding: Based on the inlet flow requirements and the shock wave receiving sections of the three internal constriction inlet channels, design three shock wave generating sections of the three internal constriction inlet channels. The leading edge profiles of three three-dimensional internal contraction inlet ducts are discretized, and the inlet duct structure is obtained by streamline tracing in the three basic internal contraction flow fields. Then, the isentropic compression profile and the lower surface of the isolation section of the actual three three-dimensional internal contraction inlet ducts are obtained by geometric modification. (5) Design the upper and lower walls of the outer wave-riding forebody: Based on the common leading edge profile of the inner / outer wave-riding obtained in step (3), extend it along the spanwise direction of the outer compression shock surface to design a complete FCT profile; Discretize the obtained complete FCT profile into a point set and trace the streamline in the outer compression shock flow field to obtain the complete lower wall of the wave-riding forebody; stretch the common leading edge profile of the inner / outer wave-riding and the extended two sides of the leading edge profile segments of the wave-riding forebody to the tail of the outer compression shock surface to obtain the upper wall of the outer wave-riding forebody, and complete the three-channel integrated inner and outer flow full wave-riding configuration design. The upper and lower walls of the outer wave-riding forebody and the three inner wave-riding three-dimensional internal contraction inlet channels complete the aerodynamic transition at the common leading edge profile.

2. The three-channel integrated internal and external flow full-wave aerodynamic design method as described in claim 1, characterized in that... In step (2), three three-dimensional internal contraction shock surfaces are designed in parallel along the spanwise direction of the external compression shock surface, so that the three three-dimensional internal contraction inlet ducts and the wave-riding forebody are arranged in parallel along the spanwise direction.

3. The three-channel integrated internal and external flow full-wave aerodynamic design method as described in claim 1, characterized in that... In step (2), the three three-dimensional internal contraction basic flow fields adopt three identical three-dimensional internal contraction basic flow fields to generate three identical three-dimensional internal contraction shock wave surfaces.

4. The three-channel integrated internal and external flow full-wave aerodynamic design method as described in claim 1, characterized in that... In step (4), the inlet profiles of the three designed three-dimensional internal contraction inlet ducts are completely fitted onto the three designed three-dimensional internal contraction shock wave surfaces, so that the three three-dimensional internal contraction shock waves are all sealed, thereby achieving full flow capture of the three three-dimensional internal contraction inlet ducts.

5. The three-channel integrated internal and external flow full-wave aerodynamic design method as described in claim 1, characterized in that... In step (4), the design of three internal constriction inlet ducts with three internal wave riding is specifically: when generating the three-dimensional constriction inlet duct structure, the common leading edge profile of the internal / external wave riding is first used as the shock wave receiving section of the three-dimensional constriction inlet duct, and the common leading edge profile of the internal / external wave riding on the projection plane is used as the shock wave receiving section of the three-dimensional constriction inlet duct on the projection plane. Based on the inlet flow requirements of the inlet duct and the three-dimensional internal contraction inlet shock wave receiving section on the projection surface, a three-dimensional internal contraction inlet shock wave generating section on the projection surface is designed. The three-dimensional internal contraction inlet shock wave receiving section and the three-dimensional internal contraction inlet shock wave generating section on the projection surface are discretized into point sets, and streamline tracing is performed in the three-dimensional internal contraction basic flow field to obtain the three-dimensional internal contraction inlet structure. At the same time, the three-dimensional internal contraction inlet shock wave generating section is obtained. Then, the compression profile and isolation section of the three-dimensional internal contraction inlet are obtained through geometric modification.

6. The three-channel integrated internal and external flow full-wave aerodynamic design method as described in claim 1, characterized in that... In step (5), the specific method for designing the upper and lower walls of the outer waverider is as follows: when generating the waverider, the common leading edge profile of the inner / outer waverider is used as the leading edge profile segment of the waverider, and the common leading edge profile of the inner / outer waverider on the projection surface is used as the leading edge profile segment of the waverider on the projection surface; the leading edge profile segment of the waverider on the projection surface is extended to both sides to the outer compression shock wave surface to obtain a complete FCT profile; the complete FCT profile is discretized into a point set and streamlined in the outer compression basic flow field to obtain the lower wall of the waverider; the obtained lower wall of the waverider and the three-dimensional inner contraction inlet achieve aerodynamic transition at the common leading edge profile of the inner / outer waverider; the common leading edge profile of the inner / outer waverider and the leading edge profile segments of the waverider on both sides are stretched straight along the flow direction to the tail of the outer compression shock wave surface to obtain the upper wall of the waverider; finally, a three-channel integrated inner and outer flow full waverider configuration is obtained.

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