A supersonic low-sonic explosion lift force body layout aircraft
By adopting a flat symmetric lift body fuselage and adjustable tail and ring wing design in supersonic aircraft, combined with rudder and flap aileron, the sound explosion problem and low-speed take-off and landing control problems in supersonic flight are solved, and low-sound explosion is achieved Take into account the effects of efficient flight.
Patent Information
- Application Number
- CN202410882211.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-03
- Publication Date
- 2024-12-20
- Estimated Expiration
- 2044-07-03
AI Technical Summary
The sound explosion problem during supersonic flight and the control problem of low-speed take-off and landing and supersonic cruise flight states are difficult to achieve low-sound explosion and efficient flight in the prior art.
A supersonic low-sounding lift body layout aircraft was designed, using a flat symmetric lift body fuselage, adjustable tail wing and annular wing, combined with rudder and flap aileron, to achieve the performance of the aircraft between supersonic and low speeds.
It effectively reduces the sound explosion level, improves the economy and control accuracy of the aircraft, meets the low sound explosion requirements for supersonic flight, and provides good flight performance in take-off and landing and cruise states.
Smart Images
Figure CN118419258B_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the field of supersonic aircraft, in particular to a supersonic low-sonic explosion lift force body layout aircraft. Background Art
[0002] At present, achieving supersonic flight is no longer an obstacle, but in the field of civil aviation, supersonic passenger aircraft have been difficult to put into the market due to restrictions on economy, comfort, safety and other factors. With the growing demand for air transportation, the long flight time has seriously reduced the comfort and travel efficiency of long-distance passengers, and there is an urgent need to develop passenger aircraft with faster flight speeds. Therefore, supersonic passenger aircraft have become one of the key directions for the development of civil aviation aircraft.
[0003] A sonic boom is a huge explosion sound caused by the shock wave and expansion wave system generated by an aircraft during supersonic flight, which evolves in the atmosphere and propagates to the ground. It is an aeroacoustic phenomenon unique to supersonic flight. In general, the intensity of a sonic boom is large and the duration is short. The sound pressure changes dramatically in a short period of time, which can easily cause animals to be frightened and panic, hinder people's normal work and rest, and seriously affect the ecological environment. Up to now, the sonic boom level of advanced supersonic passenger aircraft has been reduced to 80~85PLdB (felt sound pressure level), while NASA's "N+3" plan requires that the sonic boom level should not exceed 70PLdB. It can be seen that the huge gap between the two makes the development of a new generation of green supersonic passenger aircraft face huge challenges. At present, the aerodynamic layout forms studied mainly include variable swept wing layout, oblique wing layout, bidirectional flying wing layout and delta wing layout, etc. There are many contradictions in low sonic boom, high acoustic resistance ratio, flight control and other aspects.
[0004] Therefore, it is necessary to develop a new layout suitable for supersonic passenger aircraft to achieve supersonic and low sonic boom design, while taking into account the performance requirements between low-speed takeoff and landing and supersonic cruise, and promote the technical development of supersonic passenger aircraft design. Summary of the invention
[0005] The object of the present invention is to provide a supersonic low sonic explosion lifting body layout aircraft to solve the sonic explosion problem during supersonic flight, as well as the flight state control problem of low-speed take-off and landing and supersonic cruise.
[0006] Specifically, the present application provides a supersonic low-sonic explosion lift force body layout aircraft, comprising:
[0007] A lifting body fuselage 1, a tail wing 2, an engine nacelle 3 and an annular wing 4, wherein the annular wing 4 further includes a rudder 4.1 and a flaperon 4.2;
[0008] The lifting body fuselage 1 is a flat symmetrical lifting body structure, including a sharp leading edge and a large sweep, wherein the sweep is composed of a symmetrically distributed left swept portion and a right swept portion;
[0009] The thickness of the lifting body fuselage 1 is streamlined, and the thickness of the middle section of the lifting body fuselage 1 is greater than the thickness of the leading edge, the left swept portion, and the right swept portion;
[0010] The tail wing 2 is composed of a left tail wing and a right tail wing, wherein the left tail wing and the right tail wing are symmetrically arranged at the tail ends of the left swept portion and the right swept portion respectively;
[0011] The engine nacelle 3 is composed of a left engine nacelle and a right engine nacelle, wherein the left engine nacelle and the right engine nacelle are symmetrically arranged above the left swept portion and the right swept portion respectively;
[0012] The annular wing 4 is composed of a left annular wing portion and a right annular wing portion, wherein the left annular wing portion and the right annular wing portion are symmetrically arranged above the left swept portion and the right swept portion respectively;
[0013] The rudder 4.1 is composed of a left rudder and a right rudder, wherein the left rudder and the right rudder are symmetrically arranged on both sides of the left annular wing and the right annular wing respectively;
[0014] The flaperon 4.2 is composed of a left flaperon and a right flaperon, wherein the left flaperon and the right flaperon are symmetrically arranged on both sides of the left annular wing portion and the right annular wing portion, respectively, and the left flaperon and the right flaperon are both arranged on the inner sides of the left rudder and the right rudder.
[0015] Preferably, the swept portion is an integrated design, wherein the left swept portion and the right swept portion cannot move independently under normal conditions;
[0016] The annular wing 4 is of an integrated design, wherein the left annular wing portion and the right annular wing portion cannot move independently under normal conditions.
[0017] Preferably, after receiving the first preset instruction, the left tail wing and the right tail wing can be deflected upward or downward at the same time.
[0018] Preferably, after receiving the second preset instruction, the left tail wing or the right tail wing can be deflected upward or downward independently.
[0019] Preferably, the connection portion between the left annular wing portion and the left swept portion is located at the outer edge of the left swept portion;
[0020] The connection portion between the right annular wing portion and the right swept portion is located at the outer edge of the right swept portion.
[0021] Preferably, the left rudder and the right rudder are arranged along the vertical direction;
[0022] The left flaperon and the right flaperon are arranged along the horizontal direction.
[0023] Preferably, after receiving the third preset instruction, the left rudder and the right rudder can be deflected to the left or to the right at the same time.
[0024] Preferably, after receiving the fourth preset instruction, the left rudder or the right rudder can be deflected to the left or to the right independently.
[0025] Preferably, after receiving the fifth preset instruction, the left flaperon and the right flaperon can be deflected upward or downward at the same time.
[0026] Preferably, after receiving the sixth preset instruction, the left flaperon or the right flaperon can be deflected upward or downward independently.
[0027] The supersonic low sonic boom lifting body layout aircraft provided in the present application realizes supersonic low sonic boom flight by utilizing the lifting body fuselage, and integrates the tail wing and flaperon that can adjust the direction on the fuselage and the annular wing respectively, taking into account the characteristics of low-speed take-off and landing. At the same time, the annular wing with flaperon and rudder provides guarantee for flight status control. BRIEF DESCRIPTION OF THE DRAWINGS
[0028] In order to more clearly illustrate the technical solution of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other embodiments can be obtained based on these drawings without paying any creative labor.
[0029] Figure 1 It is an aerodynamic layout diagram of a supersonic low-sonic explosion lift force body layout aircraft provided by the present application;
[0030] Figure 2 It is a top view of a supersonic low-sonic explosion lift force body layout aircraft provided by the present application;
[0031] Figure 3 It is a front view of a supersonic low-sonic explosion lift force body layout aircraft provided by the present application;
[0032] Figure 4 It is a side view of a supersonic low-sonic explosion lift force body layout aircraft provided by the present application;
[0033] The symbols and corresponding parts names in the above drawings are:
[0034] 1. Lifting body fuselage; 2. Tail; 3. Engine nacelle; 4. Ring wing; 4.1. Rudder; 4.2. Flaperon. DETAILED DESCRIPTION
[0035] The present application may describe one or more different disclosures. In addition, for one or more of the present application, it should be understood that these are presented for illustrative purposes only and do not limit the disclosures contained in the present application or the claims presented in any way, and it should be understood that other embodiments may be utilized without departing from the specific disclosure scope, and structural, logical, software, electrical and other changes may be made.
[0036] The description of the embodiment with several parts combined with each other does not imply that all these parts are needed, on the contrary, various optional parts can be described, thereby showing various possible embodiments of one or more in the present application. Similarly, although process steps, method steps and algorithms, etc. can be described in order, such processes, methods and algorithms, etc. can usually be set to other alternative sequential operations. In other words, any order or order of the steps that may be described in the present application itself does not indicate that the steps must be performed by the order. In addition, although described or implied as non-simultaneous occurrence (for example, a step is described after another step), some steps can be performed simultaneously. In addition, some steps shown in the method can be omitted. The process depicted with reference to the accompanying drawings does not imply that the process shown does not include other variations and modifications. Although each embodiment generally describes a step once, this does not mean that they must occur once, and some steps can be omitted in some embodiments, or some steps can be performed multiple times.
[0037] For the sake of clarity, the techniques and mechanisms described or referenced in this application will sometimes be described in singular form. However, it should be understood that, unless otherwise stated, a specific embodiment may include multiple iterations of the technology or multiple instantiations of the mechanism. The description of the process or the frame shown in the accompanying drawings should be understood to represent a module, segment or partial code of a code including one or more executable instructions for implementing a specific logical function or step in the process. Alternative implementations will be included within the scope of the embodiments of the present application, for example, the functions can be performed from the order shown, also including substantially simultaneous or opposite order, depending on the functions involved, as understood by those skilled in the art.
[0038] Here, exemplary embodiments will be described in detail, and exemplary embodiments are in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. They are only examples of methods consistent with some aspects of the present application detailed in the claims.
[0039] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used in this application refers to any possible combination containing one or more listed items.
[0040] In order to better understand the above technical solution, the above technical solution will be described in detail below in conjunction with the accompanying drawings and specific embodiments of the specification.
[0041] Figure 1-4 They are respectively an aerodynamic layout diagram, a top view, a front view, and a side view of the supersonic low-sonic explosion lift body layout aircraft provided in the present application.
[0042] The aircraft fuselage provided in the present application has a flat symmetrical lifting body structure, which is designed according to the area ratio of supersonic and low sonic boom flight. The functions of the fuselage include at least: 1. Providing loading capacity. For example, onboard equipment, personnel, fuel, etc. are all loaded inside the fuselage; 2. Providing a large part of lift. Unlike conventional layout aircraft where the lift is mainly provided by the wings, the lifting body fuselage adopted in the present application can generate a large lift to balance the weight of the aircraft. Specifically, the lifting body fuselage adopts a flat symmetrical lifting body structure, including a pointed leading edge and a large sweep. The sweep consists of symmetrically distributed left and right swept portions. In addition, the thickness of the lifting body fuselage is streamlined, and the thickness of the middle section of the lifting body fuselage is greater than the thickness of the leading edge, the left swept portion and the right swept portion.
[0043] The benefit of using a lifting body fuselage is that the lift can be smoothly distributed along the entire length of the aircraft, which meets the design criteria of supersonic speed and low sonic boom. In addition, the flat symmetrical layout produces less drag, which is conducive to improving the economy of flight. The annular wing, engine nacelle and other components are located above the fuselage. During the flight, the complex shock waves and expansion waves generated by these components are shielded by the fuselage and will not propagate to the ground. The pressure distribution under the fuselage still meets the low sonic boom design criteria, ensuring the low sonic boom level on the ground.
[0044] A tail wing that can be deflected up and down is set at the tail of the fuselage for attitude control during takeoff and landing of the aircraft. The tail wing consists of a left tail wing and a right tail wing, and the left tail wing and the right tail wing are symmetrically arranged at the tail ends of the left swept part and the right swept part of the lifting body fuselage, respectively. When the aircraft takes off and lands, the flight speed is low, and a large lift is required to balance the gravity, and the fuselage requires a large angle of attack. When the left tail wing and the right tail wing deflect the rudder surface upward, a downward force is generated. Since the point of action of the force is behind the center of gravity of the aircraft, the nose is upward. If the aircraft needs to bow its head, the left tail wing and the right tail wing deflect the rudder surface downward, generating an upward force and the nose is downward. When lateral control is required during air cruising, the rudder surface of the tail wing can also be differential, that is, the rudder surface on one side is deflected upward while the rudder surface on the other side is deflected downward, thereby generating a rolling moment. The pitch control of the aircraft can also be achieved through the tail. When the left and right tails deflect the control surfaces downward at the same time, a nose-down moment is generated, and the aircraft can enter a dive attitude from a level flight attitude. Similarly, when the left and right tails deflect the control surfaces upward at the same time, a nose-up moment is generated, and the aircraft can also change its flight attitude. In addition, the tail is far away from the center of gravity of the aircraft, which also improves the efficiency of longitudinal control.
[0045] An annular wing is connected to the fuselage, and its main function is to install control control surfaces. A rudder is arranged in the vertical direction of the annular wing, and a flaperon is arranged in the horizontal direction. All control surfaces are symmetrical along the fuselage. Specifically, the annular wing consists of a left annular wing portion and a right annular wing portion, wherein the left annular wing portion and the right annular wing portion are symmetrically arranged above the left swept portion and the right swept portion respectively. The annular wing can adopt a separate design or an integrated design. When the integrated design is adopted, the left annular wing portion and the right annular wing portion cannot move independently under normal conditions. The rudder consists of a left rudder and a right rudder, and the left rudder and the right rudder are symmetrically arranged on both sides of the left annular wing portion and the right annular wing portion respectively. The flaperon consists of a left flaperon and a right flaperon, and the left flaperon and the right flaperon are symmetrically arranged on both sides of the left annular wing portion and the right annular wing portion respectively, and the left flaperon and the right flaperon are both arranged on the inner side of the left rudder and the right rudder.
[0046] The main function of the rudder is to control the flight direction. When the aircraft is cruising in the air, if the control surfaces of the left and right rudders are deflected to the left at the same time, the aircraft can generate a left torque, thereby causing the aircraft to turn left. Similarly, the control surfaces of the left and right rudders can also be deflected to the right at the same time. In addition, the left rudder and the right rudder can also independently control the direction of deflection.
[0047] When the lift for takeoff is insufficient, the flaperons can be deflected downward, thereby generating upward lift on the wing surface. A typical posture of an aircraft during takeoff is that the rudder of the tail wing is deflected upward, so that the force generated can be used to make the aircraft lift its head. The aircraft will glide at a larger angle of attack, and the lifting body fuselage will also generate a larger lift. At the same time, the flaperons are deflected downward to generate lift on the annular wing. The total lift generated by the fuselage and the annular wing balances the weight of the aircraft, and the aircraft will fly off the ground. After takeoff, the flaperons can also play a role in longitudinal control. Similar to the control logic of the tail wing, the left and right flaperons of the flaperons can be deflected upward or downward at the same time, and the deflection direction can be independently controlled to achieve differential motion.
[0048] It should be pointed out that for those skilled in the art, the technical features in the above embodiments can be freely combined, and the formed technical solutions also belong to the embodiments disclosed in this application.
[0049] Furthermore, without departing from the principles of the present application, several improvements and modifications may be made to the present application, and these improvements and modifications also fall within the protection scope of the claims of the present application.
Claims
1. A supersonic low-sonic explosion lift force body layout aircraft, characterized in that: include: A lifting body fuselage (1), a tail wing (2), an engine nacelle (3) and an annular wing (4), wherein a tail wing (2) that can be deflected up and down is arranged at the tail of the fuselage (1) for controlling the attitude of the aircraft during take-off and landing, and the annular wing (4) further comprises a rudder (4.1) and a flaperon (4.2), wherein the rudder (4.1) is arranged in the vertical direction of the annular wing (4), and the flaperon (4.2) is arranged in the horizontal direction; The lifting body fuselage (1) is a flat symmetrical lifting body structure, comprising a sharp leading edge and a swept back portion, wherein the swept back portion is composed of a symmetrically distributed left swept back portion and a right swept back portion; The thickness of the lifting body fuselage (1) is streamlined, and the thickness of the middle section of the lifting body fuselage (1) is greater than the thickness of the leading edge, the left swept portion, and the right swept portion; The tail wing (2) is composed of a left tail wing and a right tail wing, wherein the left tail wing and the right tail wing are symmetrically arranged at the tail ends of the left swept portion and the right swept portion respectively; after receiving a first preset instruction, the left tail wing and the right tail wing can be deflected upward or downward at the same time; after receiving a second preset instruction, the left tail wing or the right tail wing can be deflected upward or downward independently; The engine nacelle (3) is composed of a left engine nacelle and a right engine nacelle, wherein the left engine nacelle and the right engine nacelle are symmetrically arranged above the left swept portion and the right swept portion respectively; The annular wing (4) is composed of a left annular wing portion and a right annular wing portion, wherein the left annular wing portion and the right annular wing portion are symmetrically arranged above the left swept portion and the right swept portion respectively; The rudder (4.1) consists of a left rudder and a right rudder, wherein the left rudder and the right rudder are symmetrically arranged on both sides of the left annular wing and the right annular wing respectively; The flaperon (4.2) consists of a left flaperon and a right flaperon, wherein the left flaperon and the right flaperon are symmetrically arranged on both sides of the left annular wing portion and the right annular wing portion, respectively, and the left flaperon and the right flaperon are both arranged on the inner side of the left rudder and the right rudder.
2. The supersonic low-sonic explosion lift force body layout aircraft according to claim 1, characterized in that: The swept part is an integrated design, wherein the left swept part and the right swept part cannot move independently under normal conditions; The annular wing (4) is of an integrated design, wherein the left annular wing portion and the right annular wing portion cannot move independently under normal conditions.
3. The supersonic low-sonic explosion lift force body layout aircraft according to claim 1, characterized in that: The connection portion between the left annular wing portion and the left swept portion is located at the outer edge of the left swept portion; The connection portion between the right annular wing portion and the right swept portion is located at the outer edge of the right swept portion.
4. The supersonic low-sonic explosion lift force body layout aircraft according to claim 1, characterized in that: The left rudder and the right rudder are arranged along the vertical direction; The left flaperon and the right flaperon are arranged along the horizontal direction.
5. The supersonic low-sonic explosion lift force body layout aircraft according to claim 4, characterized in that: After receiving the third preset instruction, the left rudder and the right rudder may be deflected to the left or to the right at the same time.
6. The supersonic low-sonic explosion lift force body layout aircraft according to claim 4, characterized in that: After receiving the fourth preset instruction, the left rudder or the right rudder can be deflected to the left or to the right independently.
7. The supersonic low-sonic explosion lift force body layout aircraft according to claim 4, characterized in that: After receiving the fifth preset instruction, the left flaperon and the right flaperon may be deflected upward or downward simultaneously.
8. The supersonic low-sonic explosion lift force body layout aircraft according to claim 4, characterized in that: After receiving the sixth preset instruction, the left flaperon or the right flaperon can be deflected upward or downward independently.