Sectional type hybrid power supersonic commercial passenger plane

Abstract

The invention relates to the technical field of aircraft design, in particular to a sectional type hybrid power supersonic commercial passenger plane which comprises a supersonic main aircraft and a subsonic babysitter machine. In the take-off and landing stages, the subsonic babysitter carries the supersonic main aircraft to form a combined body, an engine of the supersonic main aircraft supplies power to a ducted fan of the subsonic babysitter and charges an energy storage device of the ducted fan, and the main aircraft and the subsonic babysitter cooperate to generate thrust to jointly fly; in the cruising stage, the supersonic main aircraft is separated from the subsonic babysitter, the supersonic main aircraft flies independently, and the subsonic babysitter returns. Through the innovative sectional type structural design, combination and configuration of the propelling system and power distribution and switching integration in the flight stage, efficient, safe and environment-friendly flight of the supersonic commercial airliner is achieved.

Description

Technical Field

[0001] The present disclosure relates to the technical field of aircraft design, and in particular to a segmented hybrid supersonic commercial passenger aircraft. Background Art

[0002] In recent years, with the acceleration of globalization, air travel has become a key means of connecting different countries and regions and promoting economic and cultural exchanges. However, despite the significant progress made in modern high-subsonic passenger aircraft technology, there are still problems such as long flight time and poor passenger comfort on long-distance routes, which makes it difficult to meet the growing demand for air travel. In order to solve these problems, the research and development of supersonic passenger aircraft technology has gradually become the forefront of aviation technology, aiming to shorten travel time, improve air transportation efficiency, and accelerate the process of global connectivity.

[0003] Existing supersonic passenger aircraft designs face many challenges, including noise pollution, fuel consumption, economy and environmental impact. On the technical level, it is necessary to improve the heat resistance of the aircraft, reduce fuel consumption, and improve flight efficiency; in terms of environmental impact, it is necessary to reduce pollutant emissions and noise generation; in terms of safety issues, there are higher requirements for the stability of the aircraft structure and the reliability of the system. Although electric aircraft have advantages in environmental protection, factors such as battery technology, energy density and propulsion methods limit their possibility of achieving supersonic transoceanic flight. Specifically, the current energy density of batteries is far from enough to support the huge energy required for electric supersonic flight. Secondly, supersonic flight has high requirements for aerodynamic design to reduce drag and maintain stability. In this field, electric aircraft need to solve how to take into account the layout and weight of the battery system while maintaining supersonic performance. Furthermore, supersonic flight will produce a large sound wave impact. The electric system can help reduce noise to a certain extent, but how to design and control noise is still a challenge. Finally, the research and development and production costs of electric supersonic aircraft may be high, and how to ensure its economy and commercial feasibility is another important issue.

[0004] Therefore, how to reasonably utilize the advantages of electric propulsion systems and traditional jet engines in the design of supersonic commercial airliners to overcome the current contradiction between supersonic flight and electric propulsion, including the different aerodynamic requirements for supersonic and subsonic flight, different propulsion systems, insufficient electric propulsion power and noise, etc., so as to achieve efficient, safe and environmentally friendly supersonic flight. Summary of the invention

[0005] The present disclosure is proposed in view of the above problems. The present disclosure provides a segmented hybrid supersonic commercial passenger aircraft.

[0006] According to one aspect of the present disclosure, there is provided a segmented hybrid supersonic commercial passenger aircraft, which includes a supersonic main aircraft and a subsonic nanny aircraft; during the take-off and landing phases, the subsonic nanny aircraft carries the supersonic main aircraft to form a combination, the supersonic main aircraft engine supplies power to the ducted fan of the subsonic nanny aircraft and charges its energy storage device, and the main aircraft and the subsonic nanny aircraft cooperate to generate thrust and fly together; during the cruising phase, the supersonic main aircraft separates from the subsonic nanny aircraft, the supersonic main aircraft flies alone, and the subsonic nanny aircraft returns.

[0007] In addition, according to one aspect of the present disclosure, a segmented hybrid supersonic commercial passenger aircraft further includes: the supersonic main aircraft engine adopts a tandem turbine-based combined cycle engine; the subsonic nanny aircraft adopts a fully electric propulsion system, with a high-power ducted fan as the main propulsion device, driven by an electric motor.

[0008] In addition, the segmented hybrid supersonic commercial passenger aircraft according to one aspect of the present disclosure also includes that the series turbine-based combined cycle engine can be used as a generator during take-off and landing phases to provide the required electrical energy for the subsonic nanny aircraft, and during the cruising phase, it is converted into jet mode to provide the required thrust for the supersonic main aircraft.

[0009] In addition, according to one aspect of the present disclosure, the segmented hybrid supersonic commercial passenger aircraft also includes that when the flight reaches an altitude of 10 km and a speed of 0.7 Mach, the supersonic main aircraft separates or docks with the subsonic nanny aircraft. After separation or before docking, the subsonic nanny aircraft flies alone and relies on its own energy storage device for power supply.

[0010] In addition, according to one aspect of the present disclosure, the segmented hybrid supersonic commercial passenger aircraft also includes that during the cruising phase, when the combination reaches a predetermined flight altitude and Mach number, the subsonic nanny aircraft will separate from the supersonic main aircraft; at this time, the subsonic nanny aircraft relies on the electrical energy in its own energy storage device to perform the return mission, while the supersonic main aircraft continues to accelerate until the required cruising speed is reached.

[0011] In addition, according to one aspect of the present disclosure, the segmented hybrid supersonic commercial passenger aircraft also includes that during the landing phase, the subsonic nanny aircraft uses its own energy storage to fly to the altitude and Mach number for docking with the supersonic main aircraft; after docking, the engine of the supersonic main aircraft is converted to power generation mode again to provide the necessary electrical energy for the ducted fan of the subsonic nanny aircraft, ensuring that the combination can land safely and stably.

[0012] In addition, the segmented hybrid supersonic commercial passenger aircraft according to one aspect of the present disclosure also includes that the fuselage of the supersonic main aircraft is designed by the osculating cone method, and a sweep angle is introduced to generate a separation vortex on the upper surface, thereby increasing lift and improving volumetric efficiency.

[0013] In addition, the segmented hybrid supersonic commercial passenger aircraft according to one aspect of the present disclosure also includes that the wings of the supersonic main aircraft adopt a double-arc airfoil, and the leading edge of the wing is sharp and S-shaped.

[0014] In addition, the segmented hybrid supersonic commercial passenger aircraft according to one aspect of the present disclosure further includes that, during the cruise phase, the supersonic main aircraft flies alone, with a cruising altitude of 20 km and a speed of Mach 6.

[0015] In addition, according to one aspect of the present disclosure, the segmented hybrid supersonic commercial passenger aircraft further includes a hydrogen storage area provided on the supersonic main aircraft, and the hydrogen fuel in the hydrogen storage area enters the turbine-based combined cycle engine through a hydrogen transmission pipe to be mixed with high-pressure air and burned.

[0016] The present invention realizes the maximization of propulsion system efficiency through segmented structural design, joint flight of two aircraft, and use of the optimal propulsion system of the subsonic nanny aircraft and the supersonic main aircraft in different flight phases. The use of electric propulsion system and traditional jet engines is reasonably allocated to optimize fuel efficiency, reduce flight costs, and improve the economic feasibility of supersonic commercial flights. The segmented design enables the aircraft to flexibly adjust the propulsion mode according to different flight missions and adapt to a wider range of flight missions and market demands. The segmented design reduces the system complexity of each part, improves system reliability, and reduces the impact of system failures on overall flight safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above and other purposes, features and advantages of the present disclosure will become more apparent by describing the embodiments of the present disclosure in more detail in conjunction with the accompanying drawings. The accompanying drawings are used to provide a further understanding of the embodiments of the present disclosure and constitute a part of the specification. Together with the embodiments of the present disclosure, they are used to explain the present disclosure and do not constitute a limitation of the present disclosure. In the accompanying drawings, the same reference numerals generally represent the same components or steps.

[0018] Figure 1 It is a three-dimensional structural diagram of the supersonic main aircraft; Figure 2 for Figure 1 Bottom view of Figure 3 for Figure 1 The main view; Figure 4 yes Figure 3 Left view of; Figure 5 This is a schematic diagram of the structure of a subsonic nanny machine; Figure 6 yes Figure 5 A top view of Figure 7 yes Figure 6 Left view of; Figure 8 yes Figure 5 The main view; Fig. 9 It is a structural diagram of the supersonic main vehicle and the subsonic nanny vehicle when they form a combination; Fig.10 yes Fig. 9 The main view; Fig.11 It is a cross-section of the supersonic main vehicle fuselage; Fig.12 It is a cross-sectional view of the supersonic main aircraft wing; Fig.13 This is a partial enlarged view of the ducted fan distribution; Fig.14 It is a structural diagram of the supersonic main vehicle propulsion system; Fig.15 This is a diagram of the internal layout of the supersonic main vehicle; Fig.16 It is a diagram of hydrogen fuel storage and delivery for supersonic vehicles; Fig.17 This is the energy storage structure diagram of the subsonic nanny engine; Fig.18 It is a diagram of energy transfer between the supersonic main aircraft and the subsonic nanny aircraft.

[0019] Description of reference numerals: 1-supersonic main aircraft, 1a-cockpit, 1b-kitchen, 1c-washroom, 1d-first class cabin, 1e-business class cabin, 1f-hydrogen storage area, 1g-hydrogen transmission pipe, 2-subsonic nanny aircraft, 2a-ducted fan, 2b-energy storage device. DETAILED DESCRIPTION

[0020] In order to make the purpose, technical solution and advantages of the present disclosure more obvious, the exemplary embodiments according to the present disclosure will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present disclosure, rather than all the embodiments of the present disclosure, and it should be understood that the present disclosure is not limited to the exemplary embodiments described here.

[0021] Ginseng Figure 1-Figure 10As shown, the present disclosure proposes a segmented hybrid supersonic commercial passenger aircraft, which includes a supersonic main aircraft 1 and a subsonic nanny aircraft 2; during the take-off and landing phases, the subsonic nanny aircraft 2 carries the supersonic main aircraft 1 to form a combination, specifically, the two are combined together through a mechanical connection, and their surfaces are tightly fitted, the supersonic main aircraft 1 engine supplies power to the ducted fan 2a of the subsonic nanny aircraft 2 and charges its energy storage device 2b, the main aircraft and the subsonic nanny aircraft 2 cooperate to generate thrust and fly together; during the cruising phase, the supersonic main aircraft 1 is separated from the subsonic nanny aircraft 2, the supersonic main aircraft 1 flies alone, and the subsonic nanny aircraft 2 returns.

[0022] This separation design separates the landing and take-off missions from the cruise missions, allowing the supersonic main aircraft 1 to focus on aerodynamic optimization without sacrificing the aerodynamic layout of high-speed flight for the sake of landing and take-off performance. This design allows the supersonic main aircraft 1 to adopt a more streamlined and optimized aerodynamic shape, thereby reducing resistance and improving flight efficiency. In order to meet the needs of high-speed flight, the landing gear, ducted fan 2a propulsion device and other systems are separated from the supersonic main aircraft 1, which directly reduces the structural weight of the aircraft itself, because these systems are not needed in the high-speed cruise stage. Due to the separation of the auxiliary system, the structural design of the supersonic main aircraft 1 is simplified, the number of structural components is reduced, and the overall weight and complexity are reduced. That is, while maintaining the aerodynamic layout of the main aircraft for high-speed flight, the aircraft mass and energy consumption can also be reduced, and the range can be increased. The subsonic nanny 2 carries the supersonic main aircraft 1. The two are combined together through mechanical connection during the take-off phase, and their surfaces are closely fitted. They are separated during the cruise phase to perform their respective flight missions.

[0023] As an implementation method, the engine of the supersonic main aircraft 1 adopts a tandem turbine-based combined cycle engine, which can be used as a generator during the take-off and landing phases to provide the required electrical energy for the subsonic nanny aircraft 2, and during the cruising phase, it is converted into jet mode to provide the required thrust for the supersonic main aircraft 1.

[0024] The Subsonic Nanny 2 adopts a fully electric propulsion system, with a high-power ducted fan 2a as the main propulsion device, driven by an electric motor. The ducted fan 2a provides strong and smooth thrust during takeoff and landing through the efficient electric propulsion system, and has lower noise and emissions. This system relies on high-energy-density batteries for power supply and is charged after takeoff through the turbine power generation mode of the turbine-based combined cycle engine. This design not only reduces noise pollution, but also improves the energy efficiency of the take-off and landing process, while avoiding the low efficiency problem of traditional jet engines at low speeds.

[0025] When the flight reaches an altitude of 10 km and a speed of 0.7 Mach h, the supersonic main aircraft 1 separates or docks with the subsonic nanny aircraft 2. After separation or before docking, the nanny aircraft flies alone and relies on its own energy storage device 2b for power supply. In the cruise phase, when the combination reaches the predetermined flight altitude and Mach number, the subsonic nanny aircraft 2 will separate from the supersonic main aircraft 1; at this time, the subsonic nanny aircraft 2 shown relies on the electric energy in its own energy storage device 2b to perform the return mission, while the supersonic main aircraft 1 continues to accelerate until it reaches the required cruising speed. In the landing phase, the subsonic nanny aircraft 2 uses its own energy storage to fly to the altitude and Mach number of docking with the supersonic main aircraft 1; after docking, the engine of the supersonic main aircraft 1 is converted to power generation mode again to provide the necessary electric energy for the ducted fan 2a of the subsonic nanny aircraft 2, ensuring that the combination can land safely and stably.

[0026] As an implementation method, during the take-off phase, when the altitude reaches 10km and the speed reaches 0.7 Mach, the supersonic main aircraft 1 is closely combined with the subsonic nanny aircraft 2, and the propulsion systems of the two work together to provide a strong thrust for the combination. The supersonic main aircraft 1, its tandem turbine-based combined cycle engine part can also generate electricity to charge the energy storage device 2b of the subsonic nanny aircraft 2, ensuring that the subsonic nanny aircraft 2 has enough energy to complete the return. During the cruise phase, when the combination reaches the predetermined flight altitude and Mach number, the subsonic nanny aircraft 2 will separate from the supersonic main aircraft 1. At this time, the subsonic nanny aircraft 2 relies on the electrical energy in its own energy storage device 2b to perform the return mission, while the supersonic main aircraft 1 continues to accelerate until it reaches a high-speed cruising state of Mach 6. During the landing phase, the subsonic nanny aircraft 2 uses its own energy storage to fly to the altitude and Mach number of docking with the supersonic main aircraft 1. After docking, the engine of the supersonic main aircraft 1 is converted into power generation mode again to provide necessary electric energy for the ducted fan 2a of the subsonic nanny aircraft 2, ensuring that the combination can land safely and stably.

[0027] refer to Fig.18 As shown, during the take-off and landing phases of the supersonic main aircraft 1, the turbine-based combined cycle engine works at low power to power the ducted fan 2a through turbine power generation, and the ducted fan 2a works at high power to provide thrust for the supersonic main aircraft 1. During the cruise phase, the turbine-based combined cycle engine works at full power to achieve supersonic flight of the supersonic main aircraft 1, and the subsonic nanny aircraft 2 achieves autonomous flight through its own energy storage battery, such as completing the take-off mission and returning, performing the landing mission, etc.

[0028] The fuselage design of the supersonic main aircraft 1 is optimized to address the insufficient aerodynamic performance of traditional waveriders at non-design speeds. Through the osculating cone design, a sweep angle is introduced to generate a separation vortex on the upper surface, increase lift and improve volume efficiency. The fuselage cross-section is shown in the figure below: Fig.11. The flow capture tube FCT and the inlet capture curve ICC were taken into account in the design, ensuring the planarity of the shock surface and the swept leading edge, simplifying the calculation process. For a cruising speed of Mach 6, the waverider shape was optimized to enhance the compression wave, maximize the lift-to-drag ratio, reduce wave drag, and reduce airflow separation and improve stability during high-speed flight. Ultimately, the fuselage design achieved consistency with the waverider shape, ensuring improved performance under supersonic conditions. In order to improve the aerodynamic performance of the supersonic main aircraft 1 at non-design speeds and achieve stable flight over a wide speed range, the wing needs to be optimized. Such as Fig.12 As shown, the double-arc airfoil can show good aerodynamic characteristics at different flight speeds. The double-arc airfoil helps to evenly distribute the lift on the wing, reduce the lift concentration at the wing tip, and thus reduce the induced vortex and drag. In the low-speed flight and take-off and landing stages, the supersonic main aircraft 1 is in a high angle of attack state, and the airfoil also shows good aerodynamic characteristics, which can maintain a high lift and is not prone to stalling. The leading edge of the wing is sharp and S-shaped. In supersonic flow, if the wing head is relatively rounded, a three-dimensional shock wave will be generated, and the shock wave drag will increase; if the wing head is sharp, an attached shock wave will be generated, reducing the shock wave drag. In order to improve the lift-to-drag ratio during subsonic flight, the leading edge of the wing is designed to be S-shaped. The occurrence and movement direction of the leading edge vortex can be effectively controlled. In addition, in order to avoid wake flow, the design of outward-inclined double vertical tails is adopted, and the tilt angle is 18 degrees during cruising. When flying at high speed, the direction of flight can be effectively controlled to increase controllability and stability.

[0029] As a way of implementation, the supersonic main aircraft 1 is designed with a cruising speed of 6 Ma, a passenger capacity of 108 people, a crew of 7 people, a cruising altitude of 20,000 m, a flight range of 10,000 km to meet the needs of transoceanic flights, and a maximum take-off weight of 180 tons. It has a single-layer cabin and a two-class cabin, including a first-class cabin 1d and a business-class cabin 1e. The specific settings are as follows: Fig.15As shown, the cabin is designed to provide spacious space and a comfortable flight experience, so the height and width of the cabin ensure that passengers have enough room to move during the flight. The average cabin height is about 2.4 meters and the average width is about 4.2 meters. There are 12 first-class seats in total, all in a 1-1 configuration, providing more privacy for passengers; the seat width is 0.65 meters, the front and rear interval is 1.75 meters, the space is spacious, and the seats can be fully flat, meeting the comfort and functionality requirements of passengers. There are 96 business class seats in total, in a 1-2-1 configuration, with a seat width of 0.55 meters and a front and rear interval of 1.20 meters. They are equipped with adjustable seat backs, leg rests, private displays and power outlets. All cabin areas are equipped with luggage racks above for passengers' carry-on luggage. The luggage racks are located above the seats and are designed with sliding doors for easy access. The cockpit 1a is set at the head of the supersonic main aircraft 1. There is a kitchen 1b at the head and tail of the cabin for providing meals to passengers. There are toilets 1c at both ends of the first-class cabin 1d and the business class cabin 1e. The luggage compartment is located on both sides of the cabin. Since the fuselage of the passenger aircraft is relatively flat, there is a large storage space on both sides of the cabin, which can be used for checked luggage and large items. The luggage compartment is connected to the ground through the cargo door, and the loading and unloading of luggage is the responsibility of ground staff.

[0030] The supersonic main aircraft 1 is obtained by further optimizing the waverider configuration. The overall structure is as follows Figure 1-Figure 4 As shown in the figure, it still presents the characteristics of non-axisymmetry and flatness. The fuselage area of ​​the aircraft is 1304m 2 , wing area is 392m 2 For details, please refer to Table 1 of the supersonic main aircraft parameters.

[0031] Table 1: Parameters of supersonic main aircraft

[0032] See also Figure 5-Figure 8As shown, the design of the subsonic nanny aircraft 2 on both sides of the fuselage includes protruding support surfaces that are completely in line with the wave-riding form of the supersonic main aircraft 1. This design not only provides the necessary structural support, but also ensures the aerodynamic efficiency of the aircraft during supersonic flight. The wing-body fusion technology is adopted to achieve a smooth transition between the fuselage and the wing. This seamless connection not only optimizes the aerodynamic characteristics of the aircraft, but also enhances the strength and stability of the overall structure. The protruding conical structure in front of the fuselage can not only support the supersonic main aircraft 1, but also ensure that the air inlet of the supersonic main aircraft 1 is not obstructed, laying a solid foundation for achieving high-speed cruising and improving flight efficiency. The cruising speed is set to 0.7 Mach, a 30-degree sweep angle is adopted, and a supercritical airfoil is equipped in order to achieve aerodynamic performance optimization during high-speed flight. At the same time, the subsonic nanny aircraft 2 is equipped with winglets to reduce flight resistance and improve fuel efficiency. The winglets increase the effective aspect ratio of the wing by weakening the strength of the wingtip vortex, thereby effectively reducing induced drag and increasing lift.

[0033] See also Fig.13 As shown, the subsonic nanny aircraft 2 uses an electric ducted fan 2a as its main propulsion device, which has the advantages of high aerodynamic efficiency, low noise and high safety. Each fan has a diameter of about 1m, and the interval between two adjacent fans is about 1.2m. It is integrated on the flaps, and the function of vector propulsion is realized through the rotation of the flaps, thereby improving the maneuverability and controllability of the subsonic nanny aircraft 2 to a certain extent. The subsonic nanny aircraft 2 is characterized by axisymmetry and large wingspan as a whole. The design integrates distributed electric propulsion, wing-body fusion, and an energy replenishment mechanism coordinated with the supersonic main aircraft 1. See Table 2 of the subsonic nanny aircraft parameters.

[0034] Subsonic nanny machine parameter table 2

[0035] In specific implementation, during the take-off and landing stages, the engine of the supersonic main aircraft 1 supplies power to the ducted fan 2a of the subsonic nanny aircraft 2 and charges its energy storage device 2b, and the supersonic main aircraft 1 and the subsonic nanny aircraft 2 cooperate to generate thrust and fly together. When reaching an altitude of 10km and a speed of 0.7Mach, the supersonic main aircraft 1 separates or docks with the subsonic nanny aircraft 2. After separation or before docking, the subsonic nanny aircraft 2 flies alone and relies on its own energy storage device 2b for power. During the cruising stage, the supersonic main aircraft 1 flies alone, with a cruising altitude of 20km and a speed of Mach 6. In this process, the engine of the supersonic main aircraft 1 adopts a tandem turbine-based combined cycle engine, such as Fig.14As shown. The turbojet engine is started first. When the turbojet engine operates at 0.7 Mach, the turbojet engine stops, and then the ramjet engine starts to work. The afterburner of the turbojet engine is also the combustion chamber of the ramjet engine. The high-temperature, high-pressure gas generated by the combustion expands and accelerates, and is discharged from the nozzle to generate thrust. The turbine-based combined cycle engine combines the advantages of the turbine engine and the ramjet engine, and has a wide flight speed range and excellent low-speed performance and high-speed performance. The supersonic main aircraft 1 can use hydrogen as fuel. The specific hydrogen fuel storage and transportation area of ​​the supersonic main aircraft 1 is shown as follows. Fig.16 As shown. In the hydrogen storage area 1f, hydrogen fuel is stored in liquid form. Liquid hydrogen storage is a technology that compresses hydrogen, deep cools it to below 21K to turn it into liquid, and stores it in a special vacuum container. The hydrogen fuel enters the turbine-based combined cycle engine through the hydrogen pipe 1g to mix with high-pressure air and burn. The high temperature of the combustion chamber can vaporize liquid hydrogen into gaseous hydrogen, which is conducive to full mixing with high-pressure air. This design has a range of 10,000 kilometers and needs to carry 100 tons of fuel, but the required hydrogen fuel mass is only 20.19 tons and the volume is only 284m 3 , which is numerically close to the capacity of the hydrogen storage area 1f. Fig.17 As shown, the subsonic nanny aircraft 2 relies on its own energy storage device 2b to supply power to the ducted fan 2a during autonomous flight, and is charged by the engine of the supersonic main aircraft 1 during cooperative flight.

[0036] In summary, the present disclosure provides a design of a segmented hybrid supersonic commercial passenger aircraft, the aircraft structure includes a supersonic main aircraft 1 and a subsonic nanny aircraft 2, which are powered by a high-power ducted fan 2a and a tandem turbine-based combined cycle engine, respectively. The subsonic nanny aircraft 2 carries the supersonic passenger aircraft during take-off and landing, and the combined cycle engine of the supersonic passenger aircraft works at low power, and supplies energy to the ducted fan 2a through turbine power generation; during the cruise phase, the two are separated, the subsonic nanny aircraft 2 relies on the energy storage device 2b to fly autonomously, and the supersonic main aircraft 1 carries passengers. At the same time, the fuel used in the design is hydrogen fuel with high energy density, environmental friendliness, and renewable. It solves the contradiction between supersonic flight and electric propulsion, can significantly improve the efficiency of air travel, shorten the flight time of long-distance routes, and meet the future aviation transportation system's demand for green and fast development.

[0037] The present invention uses a segmented structural design and two aircrafts fly together. The subsonic nanny aircraft 2 and the supersonic main aircraft 1 use their own optimal propulsion systems in different flight phases, thereby maximizing the efficiency of the propulsion system. The use of electric propulsion systems and traditional jet engines is reasonably allocated to optimize fuel efficiency, reduce flight costs, and improve the economic feasibility of supersonic commercial flights. The segmented design enables the aircraft to flexibly adjust the propulsion mode according to different flight missions and adapt to a wider range of flight missions and market demands. The segmented design reduces the system complexity of each part, improves system reliability, and reduces the impact of system failures on overall flight safety.

[0038] Through innovative segmented structural design, propulsion system combination and configuration, and power distribution and switching integration during the flight phase, efficient, safe, and environmentally friendly flight of supersonic commercial passenger aircraft has been achieved. This technical solution not only solves the contradiction between supersonic flight and electric propulsion, but also provides a new solution for the development of future supersonic commercial aviation.

[0039] The basic principles of the present disclosure are described above in conjunction with specific embodiments. However, it should be noted that the advantages, strengths, effects, etc. mentioned in the present disclosure are only examples and not limitations, and it cannot be considered that these advantages, strengths, effects, etc. are required by each embodiment of the present disclosure. In addition, the specific details disclosed above are only for the purpose of illustration and ease of understanding, and are not limitations. The above details do not limit the present disclosure to the necessity of adopting the above specific details to be implemented.

[0040] The block diagrams of the devices, apparatuses, equipment, and systems involved in this disclosure are only illustrative examples and are not intended to require or imply that they must be connected, arranged, and configured in the manner shown in the block diagrams. As will be appreciated by those skilled in the art, these devices, apparatuses, equipment, and systems can be connected, arranged, and configured in any manner. Words such as "including," "comprising," "having," and the like are open words, referring to "including but not limited to," and can be used interchangeably therewith. The words "or" and "and" used herein refer to the words "and / or," and can be used interchangeably therewith, unless the context clearly indicates otherwise. The word "such as" used herein refers to the phrase "such as but not limited to," and can be used interchangeably therewith.

[0041] Additionally, as used herein, "or" used in a list of items beginning with "at least one" indicates a separate list, so that, for example, a list of "at least one of A, B, or C" means A or B or C, or AB or AC or BC, or ABC, i.e., A and B and C. Furthermore, the word "exemplary" does not mean that the example described is preferred or better than other examples.

[0042] It should also be noted that in the system and method of the present disclosure, each component or each step can be decomposed and / or recombined. Such decomposition and / or recombination should be regarded as equivalent solutions of the present disclosure.

[0043] Various changes, substitutions, and modifications of the techniques described herein may be made without departing from the teachings defined by the appended claims. Furthermore, the scope of the claims of the present disclosure is not limited to the specific aspects of the processes, machines, manufactures, compositions of events, means, methods, and actions described above. Currently existing or later to be developed processes, machines, manufactures, compositions of events, means, methods, or actions that perform substantially the same functions or achieve substantially the same results as the corresponding aspects described herein may be utilized. Thus, the appended claims include such processes, machines, manufactures, compositions of events, means, methods, or actions within their scope.

[0044] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present disclosure. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of the present disclosure. Therefore, the present disclosure is not intended to be limited to the aspects shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

[0045] The above description has been given for the purpose of illustration and description. In addition, this description is not intended to limit the embodiments of the present disclosure to the forms disclosed herein. Although multiple example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, changes, additions and sub-combinations thereof.

Claims

1. A segmented hybrid supersonic commercial airliner, characterized in that: The invention comprises a supersonic main aircraft (1) and a subsonic nanny aircraft (2); during the take-off and landing phases, the subsonic nanny aircraft (2) carries the supersonic main aircraft (1) to form a combination, the engine of the supersonic main aircraft (1) supplies power to the ducted fan (2a) of the subsonic nanny aircraft (2) and charges its energy storage device (2b), and the main aircraft and the subsonic nanny aircraft (2) cooperate to generate thrust and fly together; during the cruising phase, the supersonic main aircraft (1) separates from the subsonic nanny aircraft (2), the supersonic main aircraft (1) flies alone, and the subsonic nanny aircraft (2) returns.

2. The segmented hybrid supersonic commercial passenger aircraft according to claim 1, characterized in that: The supersonic main aircraft (1) adopts a series turbine-based combined cycle engine as the engine; the subsonic nanny aircraft (2) adopts a full electric propulsion system, with a high-power ducted fan (2a) as the main propulsion device, driven by an electric motor.

3. The segmented hybrid supersonic commercial passenger aircraft according to claim 2, characterized in that: The tandem turbine-based combined cycle engine can be used as a generator during take-off and landing to provide the required electrical energy for the subsonic nanny aircraft (2), and during the cruising phase, it is converted into a jet mode to provide the required thrust for the supersonic main aircraft (1).

4. The segmented hybrid supersonic commercial passenger aircraft according to claim 1, characterized in that: When the flight reaches an altitude of 10 km and a speed of 0.7 Mach, the supersonic main aircraft (1) separates from or docks with the subsonic nanny aircraft (2). After separation or before docking, the subsonic nanny aircraft (2) flies alone and relies on its own energy storage device (2b) for power supply.

5. The segmented hybrid supersonic commercial passenger aircraft according to claim 1, characterized in that: During the cruise phase, when the combination reaches a predetermined flight altitude and Mach number, the subsonic nanny aircraft (2) will separate from the supersonic main aircraft (1); at this time, the subsonic nanny aircraft (2) relies on the electrical energy in its own energy storage device (2b) to perform the return mission, while the supersonic main aircraft (1) continues to accelerate until the required cruising speed is reached.

6. The segmented hybrid supersonic commercial passenger aircraft according to claim 3, characterized in that: During the landing phase, the subsonic nanny aircraft (2) uses its own stored energy to fly to a height and Mach number for docking with the supersonic main aircraft (1); after docking, the engine of the supersonic main aircraft (1) is again converted to a power generation mode to provide electrical energy for the ducted fan (2a) of the subsonic nanny aircraft (2), thereby ensuring that the combination can land safely and stably.

7. The segmented hybrid supersonic commercial passenger aircraft according to claim 1, characterized in that: The fuselage of the supersonic main aircraft (1) is designed by the osculating cone method, and a sweep angle is introduced to generate a separation vortex on the upper surface, thereby increasing lift and improving volume efficiency.

8. The segmented hybrid supersonic commercial passenger aircraft according to claim 7, characterized in that: The wing of the supersonic main aircraft (1) adopts a double-arc airfoil, and the leading edge of the wing is sharp and S-shaped.

9. The segmented hybrid supersonic commercial passenger aircraft according to claim 1, characterized in that: During the cruise phase, the supersonic main aircraft (1) flies alone at a cruising altitude of 20 km and a speed of Mach 6.

10. The segmented hybrid supersonic commercial passenger aircraft according to claim 2, characterized in that: The supersonic main aircraft (1) is provided with a hydrogen storage area (1f), and the hydrogen fuel in the hydrogen storage area (1f) enters the turbine-based combined cycle engine through a hydrogen transmission pipe (1g) to be mixed with high-pressure air and burned.

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