Supersonic-speed low-resistance low-sonic-explosion configuration adopting double-wing double-fuselage layout form

Abstract

The invention provides a supersonic low-resistance and low-sonic-boom configuration adopting a double-wing double-fuselage layout form, and belongs to the technical field of supersonic aircraft design. The problem that a traditional supersonic civil aircraft layout is limited in shock wave resistance reducing effect is solved. The aircraft comprises a left fuselage, a right fuselage, a front middle wing, wings, an end plate, a rear middle wing, an air inlet channel, an engine and a T tail. The inner sides of the left fuselage and the right fuselage are contracted into non-axisymmetric structures and are fixedly connected through the front middle wing and the rear middle wing; the front middle wing is a single wing, and the rear middle wing is double wings; the wing and the rear middle wing are fixed into a double-wing structure, upper and lower wing bottom edges are parallel, vertex angles are opposite, and wing tips are fixed through an end plate; the air inlet channel is rectangular and is arranged between the upper wing and the lower wing, and an engine is arranged in the air inlet channel; the tails of the left and right fuselages are fixed through a T tail. The problem that the shock wave resistance reduction effect of a traditional supersonic civil aircraft layout is limited is solved, the shock wave resistance generated in the flight process is reduced, and the sound detonation intensity influence can be reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of supersonic aircraft design, and in particular relates to a supersonic low-drag and low-sonic boom configuration in the form of a double-wing double-fuselage layout. Background Art

[0002] In recent years, as countries have become increasingly close in their exchanges and cooperation in the fields of economy, politics, and culture, people have higher requirements for travel speed. For long-distance travel such as transcontinental and transoceanic travel, traditional subsonic passenger aircraft take too long to fly in the air. In contrast, the flight speed of supersonic civil aircraft has been greatly improved, which can greatly shorten the flight time in the air and alleviate the above contradiction to a great extent. Therefore, supersonic civil aircraft has become one of the main directions for the future development of civil aircraft in the world.

[0003] When an aircraft flies at supersonic speed, it will generate strong shock waves, which will manifest on the ground in the form of sonic booms. Excessive sonic boom intensity is one of the main reasons for the failure of the commercial operation of the first generation of supersonic civil aircraft. In order to reduce the intensity of shock waves generated during the flight of aircraft, researchers have developed a number of active and passive drag reduction technologies, but the drag reduction effect is limited for the traditional supersonic civil aircraft layout. At this stage, it is urgent to develop a new layout to further reduce shock wave drag. Summary of the invention

[0004] A brief overview of the present invention is provided below in order to provide a basic understanding of certain aspects of the present invention. It should be understood that this overview is not an exhaustive overview of the present invention. It is not intended to identify key or important parts of the present invention, nor is it intended to limit the scope of the present invention. Its purpose is merely to present certain concepts in a simplified form as a prelude to a more detailed description discussed later.

[0005] In view of this, in order to solve the problem that the traditional supersonic civil aircraft layout has limited effect on reducing shock wave drag, the present invention provides a supersonic low-drag and low-sonic boom configuration in the form of a double-wing double-fuselage layout.

[0006] Solution: A supersonic low-drag and low-sonic-boom configuration with a double-wing double-fuselage layout, including a fuselage, a front middle wing, wings, end panels, a rear middle wing, an air inlet, an engine, and a T-tail; The fuselage comprises a left fuselage and a right fuselage, the inner sides of the left fuselage and the right fuselage are contracted into a non-axisymmetric structure and are fixedly connected by a front middle wing and a rear middle wing; The front middle wing is a single-wing structure, and its installation position is 20%-40% of the fuselage axial direction; the rear middle wing is a double-wing structure, and its installation position is 50%-60% of the fuselage axial position; The wing is a double-wing structure, the upper wing and the lower wing tail bottom surface are fixedly connected to the rear middle wing, and the wing tip is fixedly connected through the end plate; The air inlet is a rectangular structure, fixedly installed between the upper wing and the lower wing of the wing, and an engine is installed in the air inlet; The tails of the left and right fuselages are provided with T-tails.

[0007] Furthermore, the distance between the upper wing and the lower wing of the wing is determined by the wedge angle and the oblique shock wave angle at the cruising speed. The following formula is a calculation relationship between the oblique shock wave angle, the wedge angle, and the Mach number, wherein θ is the wedge angle, β is the oblique shock wave angle, and Ma is the Mach number. is the specific heat ratio of air: .

[0008] Furthermore, the upper wing and the lower wing of the wing are isosceles triangles, the thickness is 0.05 times the chord length of the wing root, and the spacing is 0.4 times the chord length of the wing root.

[0009] Furthermore, the end plate thickness is within 0.5% of the wing root chord length.

[0010] Furthermore, the front middle wing and the rear middle wing both have an airfoil.

[0011] Furthermore, the chord length of the rear middle wing is the same as the chord length of the wing root.

[0012] Furthermore, the distance between the left fuselage and the right fuselage is 25% of the fuselage length.

[0013] Compared with the prior art, the present invention has the following beneficial effects: When the present invention is in a cruising state, the shock waves and expansion waves generated by the double wings can be offset, greatly reducing the shock wave resistance generated by the wings during flight; In the present invention, shock wave interference occurs between the two wings, which reduces the intensity of the shock wave propagating to the ground, which is beneficial to reducing the impact of the sonic boom intensity; The use of a double fuselage in the present invention can reduce the shock wave drag caused by the volume of the fuselage. At the same time, by shrinking the inner side of the fuselage and changing the wave structure between the fuselages, the shock wave drag generated by the leading edge of the nose and the expansion wave generated by the rear fuselage offset each other, further reducing the shock wave drag. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings: Figure 1 It is a three-dimensional diagram of a supersonic low-drag and low-sonic-boom configuration in the form of a double-wing double-fuselage layout; Figure 2It is a front view of a supersonic low-drag and low-sonic-boom configuration that adopts a double-wing double-fuselage layout; Figure 3 for Figure 2 A top view of Figure 4 for Figure 2 Left view of Figure 5 It is a schematic diagram of the geometric relationship between the thickness, spacing and chord length of the wing root; Figure 6 This is the main view of the double fuselage; Figure 7 for Figure 6 A top view of Figure 8 for Figure 6 Left view of .

[0015] In the figure: 1-left fuselage, 2-right fuselage, 3-front middle wing, 4-wing, 5-end plate, 6-rear middle wing, 7-air inlet, 8-engine, 9-T tail. DETAILED DESCRIPTION

[0016] In order to make the technical solutions and advantages of the embodiments of the present invention more clearly understood, the exemplary embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than an exhaustive list of all the embodiments. It should be noted that the embodiments of the present invention and the features in the embodiments can be combined with each other without conflict.

[0017] Examples, references Figure 1-8 The present embodiment is described as a supersonic low-drag and low-sonic-explosion configuration in the form of a double-wing double-fuselage layout, including a fuselage, a front middle wing 3, a wing 4, an end plate 5, a rear middle wing 6, an air inlet 7, an engine 8, and a T-tail 9; The fuselage comprises a left fuselage 1 and a right fuselage 2, the inner sides of the left fuselage 1 and the right fuselage 2 are contracted into a non-axisymmetric structure and are fixedly connected by a front middle wing 3 and a rear middle wing 6; The front middle wing 3 is a single-wing structure, and its installation position is at 20%-40% of the axial direction of the fuselage; the rear middle wing 6 is a double-wing structure, and its installation position is at 50%-60% of the axial position of the fuselage; The wing 4 is a double-wing structure, the upper wing and the lower wing tail bottom surface are fixedly connected to the rear middle wing 6, and the wing tip is fixedly connected through the end plate 5; The air inlet 7 is a rectangular structure, fixedly installed between the upper wing and the lower wing of the wing 4, and an engine 8 is installed in the air inlet 7; The tails of the left fuselage 1 and the right fuselage 2 are provided with T-tails 9 .

[0018] Further, the distance between the upper wing and the lower wing of the wing 4 is determined by the wedge angle and the oblique shock wave angle at the cruising speed. The following formula is a calculation relationship between the oblique shock wave angle, the wedge angle, and the Mach number, wherein θ is the wedge angle, β is the oblique shock wave angle, and Ma is the Mach number. is the specific heat ratio of air: .

[0019] Furthermore, the upper wing and the lower wing of the wing 4 have isosceles triangle airfoils, a thickness of 0.05 times the chord length of the wing root, and a spacing of 0.4 times the chord length of the wing root.

[0020] Furthermore, the thickness of the end plate 5 is within 0.5% of the wing root chord length.

[0021] Furthermore, the front middle wing 3 and the rear middle wing 6 both have an airfoil.

[0022] Furthermore, the chord length of the rear middle wing 6 is the same as the chord length of the wing root of the wing 4 .

[0023] Furthermore, the distance between the left fuselage 1 and the right fuselage 2 is 25% of the fuselage length.

[0024] Under non-viscous conditions, at an angle of attack of 2 degrees, the lift-to-drag ratio of the double-wing double-fuselage device of the present invention is 8.65, and the sonic boom intensity is 103.58PLdB; the lift-to-drag ratio of the single-wing single-fuselage with the same volume is 2.82, and the sonic boom intensity is 105.76PLdB.

[0025] Through the present invention, in the cruising state, the shock waves and expansion waves generated by the two wings can be offset, which greatly reduces the shock wave resistance generated by the wings during flight; at the same time, shock wave interference occurs between the two wings, which reduces the intensity of the shock wave propagating to the ground, which is beneficial to reducing the impact of the sonic boom intensity.

[0026] The use of a double fuselage in the present invention can reduce the shock wave drag caused by the volume of the fuselage. At the same time, by shrinking the inner side of the fuselage and changing the wave structure between the fuselages, the shock wave drag generated by the leading edge of the nose and the expansion wave generated by the rear fuselage cancel each other out, further reducing the shock wave drag.

[0027] Although the present invention has been described according to a limited number of embodiments, it will be apparent to those skilled in the art, with the benefit of the above description, that other embodiments may be envisioned within the scope of the invention thus described. In addition, it should be noted that the language used in this specification is selected primarily for readability and teaching purposes, rather than for explaining or defining the subject matter of the present invention. Therefore, many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the appended claims. The disclosure of the present invention is illustrative, not restrictive, with respect to the scope of the present invention, which is defined by the appended claims.

Claims

1. A supersonic low-drag and low-sonic boom configuration adopting a double-wing double-fuselage layout, characterized in that: It includes a fuselage, a front middle wing (3), a wing (4), an end plate (5), a rear middle wing (6), an air inlet (7), an engine (8), and a T-tail (9); The fuselage comprises a left fuselage (1) and a right fuselage (2); the inner sides of the left fuselage (1) and the right fuselage (2) are contracted into a non-axisymmetric structure and are fixedly connected via a front middle wing (3) and a rear middle wing (6); The front middle wing (3) is a single-wing structure, and is installed at a position between 20% and 40% of the axial direction of the fuselage; the rear middle wing (6) is a double-wing structure, and is installed at a position between 50% and 60% of the axial direction of the fuselage; The wing (4) is a double-wing structure, the upper wing and the lower wing tail bottom surface are fixedly connected to the rear middle wing (6), and the wing tip is fixedly connected via an end plate (5); The air inlet (7) is a rectangular structure and is fixedly mounted between the upper wing and the lower wing of the wing (4). An engine (8) is mounted in the air inlet (7); The tails of the left fuselage (1) and the right fuselage (2) are provided with T-tails (9).

2. According to claim 1, a supersonic low-drag and low-sonic boom configuration adopting a double-wing double-fuselage layout is characterized in that: The distance between the upper wing and the lower wing of the wing (4) is determined by the tip wedge angle and the oblique shock wave angle at the cruising speed. The following formula is a calculation relationship between the oblique shock wave angle, the tip wedge angle, and the Mach number, wherein θ is the tip wedge angle, β is the oblique shock wave angle, and Ma is the Mach number. is the specific heat ratio of air: 。 3. According to claim 2, a supersonic low-drag and low-sonic boom configuration adopting a double-wing double-fuselage layout is characterized in that: The upper wing and the lower wing of the wing (4) have an isosceles triangle airfoil, a thickness of 0.05 times the chord length of the wing root, and a spacing of 0.4 times the chord length of the wing root.

4. According to claim 1, a supersonic low-drag and low-sonic boom configuration adopting a double-wing double-fuselage layout is characterized in that: The thickness of the end plate (5) is within 0.5% of the wing root chord length.

5. According to claim 1, a supersonic low-drag and low-sonic boom configuration adopting a double-wing double-fuselage layout is characterized in that: The front middle wing (3) and the rear middle wing (6) both have an airfoil.

6. According to claim 5, a supersonic low-drag and low-sonic boom configuration adopting a double-wing double-fuselage layout is characterized in that: The chord length of the rear intermediate wing (6) is the same as the chord length of the wing root of the wing (4).

7. According to claim 1, a supersonic low-drag and low-sonic boom configuration adopting a double-wing double-fuselage layout is characterized in that: The distance between the left fuselage (1) and the right fuselage (2) is 25% of the fuselage length.

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