Supersonic jet adopting supersonic double wings

Abstract

The invention provides a supersonic jet adopting supersonic double wings and belongs to the field of novel supersonic civil aircrafts, an S-shaped bent large slenderness ratio variable cross-section fuselage is adopted as a fuselage, large-area truncated delta wings with edgings on the inner sides are adopted as inner sections of wings, engine nacelles are arranged on the upper portions of the outer ends of the wings, the small-area supersonic double wings are installed on the outer side of the engine nacelle, the tail wing adopts the design of a single vertical tail and an inverted V tail, the acoustic explosion intensity can be reduced, meanwhile, the functions of the wing inner section, the supersonic double wings and an engine nacelle supporting structure are achieved, the structural efficiency is effectively improved, and the structural weight is reduced. By the adoption of the supersonic double-wing design, it can be guaranteed that the aircraft achieves ideal environment-friendly performance and aerodynamic efficiency, the front edge and the rear edge of the supersonic double wings are movable, the problem that the performance of non-design points of conventional double wings is poor is solved, and the aircraft can have high aerodynamic performance within the flight envelope range.

Description

Technical Field

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

[0002] The Concorde supersonic passenger aircraft / supersonic transport aircraft (SST) jointly developed by Britain and France ushered in the era of civil supersonic flight for mankind and was a milestone in the history of civil aviation. The Concorde supersonic passenger aircraft was a groundbreaking and major aviation science and technology innovation achievement, representing the highest level of human aviation science and technology in the 1960s, and was a masterpiece of civil aircraft design. However, in order to achieve supersonic flight, the Concorde had to sacrifice the economy and environmental protection of the aircraft. In order to solve the shortcomings of the Concorde supersonic transport aircraft and develop a new generation of supersonic transport aircraft, the supersonic transport aircraft technology continued to develop and progress with the efforts of all parties, and some important results were achieved, but no major breakthroughs were made, and the development of a new generation of SST has not been initiated.

[0003] In view of the high difficulty and high cost of large supersonic transport aircraft (SST), after research and exploration, the research and development direction of civil supersonic aircraft has been adjusted to give equal importance to large passenger aircraft (SST) and small supersonic business jets (SSBJ). 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.

[0004] The focus of SSBJ technology research is to improve flight efficiency, achieve higher efficiency in supersonic cruise flight, and effectively reduce 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 schemes, and systematically conducted technical research, but some key technical problems in environmental protection (sonic booms, noise and pollution emissions), efficiency, and economy have not been well resolved. Objectively, they are also restricted by key system technologies such as power systems. So far, no SSBJ product has been completed.

[0005] The concept of supersonic biplane was proposed by German aerodynamicist Adolf Buzmann in 1935. The basic idea is to use the wave cancellation generated by two parallel wings to weaken or completely eliminate the strong shock waves generated during supersonic flight, thereby greatly reducing the shock wave drag. Some scholars have systematically carried out research on supersonic biplanes and developed some new supersonic biplane designs, including throat deformation, wing Fuller extension, movable leading and trailing edges (leading and trailing edge flaps), biplane deformation and other design schemes, which partially solved the problem of poor performance of non-design points of the biplane. At the same time, the three-dimensional design problems of supersonic biplanes have also made breakthroughs little by little. Some scholars have also proposed some supersonic biplane design schemes. The supersonic biplane configuration has been confirmed by research to be a potential low-wave drag, low-sonic boom configuration, and is expected to become a practical configuration for future supersonic cruise aircraft, such as Figure 1 . Summary of the invention

[0006] The present invention proposes a supersonic jet configuration using a supersonic double wing with movable leading and trailing edges (leading and trailing edge flaps) through systematic research and analysis, and specifically provides a supersonic jet using a supersonic double wing. In order to meet the requirements of high cruising speed (about Ma2.0), a supersonic double wing design is adopted, which can ensure that the aircraft achieves relatively ideal environmental protection performance (sonic boom and noise, etc.) and aerodynamic efficiency. The leading and trailing edges of the supersonic double wing are movable, which solves the problem of poor performance of conventional double wings at non-design points, and can have high aerodynamic performance within the flight envelope.

[0007] The technical solution adopted by the present invention is as follows:

[0008] A supersonic jet adopting a supersonic double wing, wherein the fuselage of the supersonic jet adopts an S-shaped curved large slenderness ratio variable cross-section fuselage, and the fuselage and the inner section of the wing are integrated with each other, and have good sonic boom characteristics and aerodynamic characteristics; the inner section of the wing adopts a large-area truncated delta wing with an inner side strip, and an engine nacelle is arranged on the upper part of the outer end, and a small-area supersonic double wing is installed on the outer side of the engine nacelle. The tail adopts a single vertical tail + inverted V tail design, which can reduce the sonic boom intensity, and also serves as a supporting structure for the inner section of the wing, the supersonic double wing and the engine nacelle, effectively improving the structural efficiency and reducing the structural weight. Specifically:

[0009] The aircraft uses an external vision system, an S-shaped curved large aspect ratio (about 20 or more) variable-section fuselage, namely a slender nose section and rear fuselage section, a large cross-sectional shape of the middle fuselage, and the fuselage centerline is approximately S-shaped.

[0010] The inner section of the wing adopts a large-area truncated delta wing with a side strip. The large swept angle, sharp leading edge side strip wing and the leading edge of the inner section of the wing are integrated to provide vortex lift. The inner section of the wing with a large swept angle, sharp leading edge, large upward 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, with a small swept angle on the trailing edge.

[0011] The engine nacelle is installed on the upper side of the inner end of the wing and is integrated with the fuselage. It adopts an external pressure air inlet with an adjustable center cone.

[0012] It adopts a variable cycle engine, a convergent-divergent nozzle (CD nozzle) or a plug nozzle, combining the advantages of low exhaust speed at takeoff and low fuel consumption at subsonic cruise of a large bypass ratio turbofan engine and low fuel consumption at supersonic cruise of a small bypass ratio turbofan engine.

[0013] The outer wing of the supersonic biplane is installed at the end of the inner section of the wing - the middle of the outer wall of the engine nacelle. The supersonic biplane adopts a medium sweep angle and a medium aspect ratio. The three-dimensional shape and size of the biplane are optimized according to the optimal aerodynamic and sonic boom performance. The upper and lower wings of the supersonic biplane adopt movable leading and lower edges, which can change the deflection angle according to the flight state parameters, so that the supersonic biplane has acceptable non-design point performance. In the future, the use of variant technology is considered, which is to change the deflection angle and shape of the leading and lower edges, as well as the throat shape on demand, to further improve the aerodynamic and sonic boom performance of the biplane.

[0014] A middle vertical tail with a medium sweep angle is arranged along the symmetry plane at the end of the rear fuselage, and an auxiliary tail is arranged on each side of the middle vertical tail. One end of the auxiliary tail is connected to the top of the rear section of the engine nacelle, and the other end is connected to the wing tip of the middle vertical tail, forming a single vertical tail + inverted V tail cross-linked tail configuration to reduce the intensity of the sonic boom. At the same time, the single vertical tail + inverted V tail cross-link serves as a supporting structure for the main wing. The tail-inner wing-engine nacelle constitutes a cross-linked continuous space bearing structure, which provides effective support for the supersonic biplane outer wing, can improve the structural load-bearing performance, and effectively reduce the structural weight.

[0015] The beneficial effects of the present invention are as follows: a supersonic double-wing design is adopted to meet the aerodynamic efficiency and environmental protection performance (sonic boom and noise, etc.) under supersonic high-speed cruising conditions; the leading and trailing edges of the supersonic double-wing are movable (leading and trailing edge flaps), which solves the problem of poor performance of non-design points of conventional double-wings, and has high aerodynamic performance within the flight envelope. 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 This is an axonometric view of a supersonic jet.

[0018] Figure 3 These are three-view diagrams of a supersonic jet and a wing cross-sectional diagram, where (a) is the front view, (b) is the side view, (c) is the top view, and (d) is the AA cross-sectional view. DETAILED DESCRIPTION

[0019] 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 the field based on the embodiments of the present invention belong to the protection scope of the present invention.

[0020] This embodiment provides a supersonic jet aircraft using supersonic biplanes.

[0021] A simple supersonic biplane cannot effectively meet the aircraft design requirements, so a combination design of a large truncated delta wing with an inner side strip and a small supersonic biplane is adopted. The supersonic biplane has a large height dimension and is difficult to combine with a conventional single wing, so the engine nacelle (including the air inlet and tail nozzle) is used as the installation structure of the supersonic biplane. Therefore, the engine nacelle with a certain height and a large length is arranged on the upper part of the outer end of the large truncated delta wing with an inner side strip, and the supersonic biplane is installed on the outside of the nacelle; the tail adopts a special single vertical tail + inverted V tail design, which can reduce the intensity of the sonic boom, and at the same time plays the role of supporting the wing (the inner and outer sections of the wing, the supersonic biplane and the engine nacelle) / supporting structure, effectively improving the structural efficiency and reducing the structural weight; the fuselage adopts a typical S-shaped curved large aspect ratio (about 20 or more) variable cross-section fuselage, and the fuselage and the inner section of the wing are integrated with the design, which has good sonic boom characteristics and aerodynamic characteristics, such as Figure 2 and Figure 3 shown.

[0022] The specific design is as follows:

[0023] 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 fins and other components in accordance with the area law requirements.

[0024] A large-area truncated delta wing with edge strips is used as the inner section of the wing. The large swept angle, sharp leading edge edge strip wing and the leading edge of the inner section of the wing are integrated to provide vortex lift. The inner section of the wing with a large swept angle, sharp leading edge, large upper dihedral angle and large chord length 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 trailing edge of the wing brings about a corresponding weakening of the expansion degree, weakening the tail shock wave intensity. The purpose of the large upper dihedral angle 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.

[0025] The engine nacelle is installed on the upper side of the inner section of the wing and is integrated with the fuselage. It uses an external pressure inlet with an adjustable center cone. This inlet has good adaptability under various working conditions. The disadvantage is that it is heavy and the shock wave intensity of the air inlet is large, which is not conducive to the sonic boom characteristics. The engine nacelle with a certain height is used together with the inner section of the wing to install the supersonic biplane outer wing.

[0026] The variable cycle engine (VCE), combined with a convergent-divergent nozzle (CD nozzle) or a plug nozzle, combines the advantages of low exhaust speed (low noise) at takeoff and low fuel consumption at subsonic cruise of a high bypass ratio turbofan engine and low fuel consumption at supersonic cruise of a low bypass ratio turbofan engine.

[0027] The outer wing of the supersonic biplane is installed at the end of the inner section of the wing - the middle of the outer wall of the engine nacelle. The three-dimensional shape and size of the medium-sweep angle and medium-aspect ratio supersonic biplane are optimized according to the optimal aerodynamic and sonic boom performance. The movable leading and trailing edges (leading and trailing edge flaps) can change the deflection angle according to the flight state parameters, so that the supersonic biplane has acceptable non-design point performance. In the future, the use of variant technology is considered, which is to change the deflection angle and shape of the leading and trailing edges, as well as the throat shape as needed, to further improve the aerodynamic and sonic boom performance of the biplane.

[0028] A middle vertical tail with a medium sweep angle is arranged along the symmetry plane at the end of the rear fuselage, and an auxiliary tail is arranged on each side of the middle vertical tail. One end of the auxiliary tail is connected to the top of the rear section of the engine nacelle, and the other end is connected to the wing tip of the middle vertical tail. This special single vertical tail + inverted V tail cross-linked tail configuration is expected to reduce the intensity of the sonic boom. At the same time, the single vertical tail + inverted V tail cross-link is a supporting structure of the main wing. The cross-linked tail-inner wing-engine nacelle constitutes a cross-linked continuous space load-bearing structure, which provides effective support for the supersonic biplane outer wing. This design is expected to improve the structural load-bearing performance and effectively reduce the structural weight.

[0029] 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 using supersonic biplanes, characterized in that: The fuselage of the supersonic jet aircraft adopts an S-shaped curved large aspect ratio variable cross-section fuselage, and the fuselage is integrated with the inner section of the wing; the inner section of the wing adopts a large-area truncated delta wing with an inner side strip, and an engine nacelle is arranged on the upper part of the outer end. Supersonic double wings are installed on the outer side of the engine nacelle, and the tail adopts a single vertical tail + inverted V tail design.

2. A supersonic jet aircraft using supersonic biplanes according to claim 1, characterized in that: The variable cross-section fuselage has an aspect ratio of greater than 20.

3. A supersonic jet aircraft using supersonic biplanes according to claim 1, characterized in that: The engine nacelle is designed to be integrated with the fuselage, and adopts an external pressure air inlet with an adjustable center cone.

4. A supersonic jet aircraft using supersonic biplanes according to claim 1, characterized in that: The upper and lower wings of the supersonic biplane adopt movable leading and trailing edges, which can change the deflection angle according to flight state parameters, so that the supersonic biplane has acceptable non-design point performance.

5. A supersonic jet aircraft using supersonic biplanes according to claim 1, characterized in that: The tail wing adopts a middle vertical tail wing with a medium sweep angle, and an auxiliary tail wing is arranged on each side of the middle vertical tail wing. One end of the auxiliary tail wing is connected to the top of the rear section of the engine nacelle, and the other end is connected to the wing tip of the middle vertical tail wing, forming a single vertical tail + inverted V tail cross-linked tail wing configuration, which reduces the sonic boom intensity and serves as a supporting structure of the main wing.

6. A supersonic jet aircraft using supersonic biplanes according to claim 1, characterized in that: The supersonic jet adopts a variable cycle engine, a convergent-divergent nozzle or a plug nozzle.

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