Supercavitation aircraft and navigation method

Abstract

The invention belongs to the field of underwater vehicles, and particularly relates to a supercavitation vehicle and a sailing method.The supercavitation vehicle comprises an engine and a front-section shell which are sequentially arranged, an air entraining pipeline is arranged at the front end of the engine, and a side wall connecting pipe penetrating through the side wall of the front-section shell is arranged at the end of the air entraining pipeline; a head cavitator is arranged at the front part of the front-section shell; the water inlet channel, the air entraining pipeline channel, the transition channel, the engine main body channel and the exhaust nozzle channel are communicated in sequence; the exhaust nozzle channel comprises a plurality of branch channels which are arranged in an annular array around the axis of the exhaust nozzle, the tail ends of the branch channels are led out of the wall face of the diffusion section, and each branch channel is provided with a main control valve. According to the invention, in the navigation process of the supercavitation vehicle, water in front of the navigation of the supercavitation vehicle is directly drawn to carry out comprehensive effects of cooling, thrust increasing and thrust vector control on the supercavitation vehicle.

Description

Technical Field

[0001] The present invention belongs to the field of underwater vehicles, and in particular relates to a supercavitation vehicle and a navigation method. Background Art

[0002] Traditional underwater vehicles have limitations such as slow sailing speed, limited sailing distance, and long response time. With the development of drag reduction technology and control technology, high speed and long range have become the important development direction of modern underwater vehicles, among which the most representative is the supercavitation vehicle.

[0003] Supercavitation is a physical phenomenon that occurs when an underwater vehicle moves at high speed. The concept of supercavitation is that an underwater vehicle can generate a relatively stable cavity (or bubble), which basically surrounds the vehicle and isolates the surface of the vehicle from the water, significantly reducing the surface friction resistance of the vehicle (the surface friction resistance of a streamlined vehicle usually accounts for about 70% of the total resistance), and can achieve a huge speed gain.

[0004] There are two main ways to achieve supercavitation. One is to form natural supercavitation by evaporating the liquid around the vehicle during high-speed navigation; the other is to form ventilated supercavitation by introducing non-condensable gas into the low-pressure area. Compared with natural supercavitation, ventilated supercavitation has the advantages of being able to form at low speed and being easy to control.

[0005] At present, the formation of stable ventilation cavitation generally requires the drainage of high-temperature combustion gas from the gas generator or engine combustion chamber carried by the aircraft as the ventilation cavitation gas source, which increases the load required to be carried by the aircraft. At the same time, it is necessary to consider the thermal protection of the bleed air pipeline and other loads.

[0006] In addition, the current underwater control method for supercavitating vehicles generally adopts rudder control. The rudder control mechanism is complex, and the rudder wings will affect the cavitation stability. Moreover, since the contact area between the rudder wings and the flow field changes all the time, the control torque generated is unstable.

[0007] In addition, current supercavitating underwater vehicles generally use water ramjet engines, which use water (or external oxidant) as the working fluid, and through high-speed inflow compression combustion, the specific impulse (thrust generated by unit fuel) is significantly higher than that of solid propellants. However, traditional water ramjet engines rely on high-speed inflow and are easily disturbed by water quality, while solid rocket engines rely on the advantages of simple structure, fast response, and storage resistance. Through the gradient burning rate grain and supercavitating nozzle design, it can break through the bottleneck of underwater thrust loss and achieve high-speed and long-range power upgrades for supercavitating vehicles. Therefore, solid propellants can also be used as a power source for supercavitating vehicles under specific circumstances (such as requiring fast response, storage resistance, and complex water quality environments). Therefore, the present invention provides a supercavitating vehicle using a solid propellant engine. Summary of the invention

[0008] The technical problem to be solved by the present invention is to provide a supercavitation vehicle and a navigation method which can directly draw water in front of the supercavitation vehicle to perform comprehensive cooling, thrust increase and thrust vector control on the supercavitation vehicle.

[0009] The present invention provides a supercavitation vehicle, comprising an engine and a front section shell which are arranged in sequence, wherein an air bleed pipeline which penetrates to the front section shell is arranged at the front end of the main body of the engine, a side wall connecting pipe which penetrates the side wall of the front section shell is arranged at the end of the air bleed pipeline, and a head cavitator is arranged at the front part of the front section shell; the engine is a solid propellant engine, and the tail nozzle of the engine comprises a throat and a diffuser which are arranged in sequence; the engine also comprises a water inlet channel which is arranged on the head cavitator, an air bleed pipeline channel which is coated on the outer wall of the air bleed pipeline, a transition channel, an engine main body channel which is coated on the outer wall of the main body of the engine, and a tail nozzle channel which is coated on the outer wall of the tail nozzle, which are connected in sequence; the tail nozzle channel comprises a plurality of sub-channels which are arranged in a ring array with the axis of the tail nozzle, the ends of the plurality of sub-channels are led out from the wall surface of the diffuser, each sub-channel is provided with a main control valve, and the main control valve controls the on-off of the sub-channel and / or the channel area.

[0010] The beneficial effects of the present invention are as follows: the supercavitating aircraft provided by the present invention solves the problem of conventional supercavitating aircraft needing to carry a gas generator, and reduces the load that the aircraft needs to carry, because the bleed air pipeline draws high-temperature combustion gas from the combustion chamber of the engine as the gas source for the head cavitator to generate ventilation cavitations, and increases the water inlet channel, the bleed air pipeline channel, the engine main body channel and the tail nozzle channel, on the one hand, the head cavitator, the bleed air pipeline, the engine main body and the engine tail nozzle, which have high thermal protection requirements, can be cooled to achieve their thermal protection, and on the other hand, the water finally flows into the diffusion section of the tail nozzle, thereby improving the supercavitating aircraft. The thrust of the cavitation vehicle and the energy utilization efficiency of the engine, at this time, after the water absorbs heat through heat exchange, the thrust improvement effect of the supercavitation vehicle can be further guaranteed. On the other hand, a plurality of sub-channels arranged in a circular array with the axis of the tail nozzle are arranged on the tail nozzle channel, and the main control valves are arranged in the sub-channels, so that water and water vapor are used as the working fluid of the thrust vector control, and the fluid thrust vector control is introduced, which solves the problems that the traditional supercavitation vehicle uses rudder control as the underwater control method of high-speed aircraft, such as complex structure, rudder wings causing cavitation stability and unstable control torque, and improves the control efficiency and maneuverability of the supercavitation vehicle. That is, the present invention realizes the comprehensive effects of cooling, increasing thrust and thrust vector control of the supercavitation vehicle by directly drawing water in front of the supercavitation vehicle during the navigation process of the supercavitation vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Attached Figure 1 It is a schematic diagram of the structure of the supercavitation vehicle in the present invention; Attached Figure 2It is a front view of the supercavitation vehicle of the present invention; Attached Figure 3 For attachment Figure 2 Middle AA section view; Attached Figure 4 For attachment Figure 3 A partial enlarged view of point B in the middle; Attached Figure 5 For attachment Figure 3 A partial enlarged view of point C in the middle; Attached Figure 6 For attachment Figure 3 A partial enlarged view of point D in the middle; Attached Figure 7 For attachment Figure 3 A partial enlarged view of point E in the middle; Attached Figure 8 For attachment Figure 3 Middle FF section view; Attached Fig. 9 For attachment Figure 3 Middle GG section view; Attached Fig.10 It is a structural schematic diagram of the middle connecting section in the present invention; Attached Fig.11 It is a structural schematic diagram of the cylinder part in the present invention; Attached Fig.12 It is a structural schematic diagram of the front end of the air bleed pipeline in the present invention; Attached Fig.13 A front cross-sectional view of the tail nozzle channel of the present invention when the tail nozzle channel includes an annular channel and sub-channels arranged in sequence; Attached Fig.14 For attachment Fig.13 Middle HH section view; Attached Fig.15 For attachment Fig.13 Middle II section view; Attached Fig.16 It is a front cross-sectional view of the case where the tail nozzle channel in the present invention is entirely divided into sub-channels and the main control valve is directly arranged in the sub-channel; Attached Fig.17 For attachment Fig.16 Middle JJ section view; Attached Fig.18 It is a front cross-sectional view of the tail nozzle channel in the cooling structure of the present invention when it flows directly out from the end of the tail nozzle; Attached Fig.19 For attachment Fig.18 Middle KK section view; Attached Fig. 20 It is a front cross-sectional view of the tail nozzle channel in the cooling structure of the present invention when it flows directly out from the end of the tail nozzle; Attached Fig.21A schematic diagram of the model grid distribution when the supercavitation vehicle in the present invention is subjected to numerical simulation; Attached Fig. 22 It is a pressure cloud diagram of the engine in a stable working state under the condition of no water inflow when the supercavitation vehicle in the present invention is numerically simulated; Attached Fig.23 It is a density cloud diagram of the engine in a stable working state under the condition of no water inflow when the supercavitation vehicle in the present invention is numerically simulated; Attached Fig.24 It is a velocity cloud diagram of the engine in a stable working state under the condition of no water inflow when the supercavitation vehicle of the present invention is numerically simulated; Attached Fig.25 It is a temperature cloud diagram of the engine in a stable working state under the condition of no water inflow when the supercavitation vehicle in the present invention is numerically simulated; Attached Fig.26 This is a curve diagram showing the change of the pressure of the engine tail nozzle outlet section with the number of iterations under the condition of no water inflow when the supercavitating vehicle in the present invention is numerically simulated; Attached Fig. 27 This is a curve diagram showing the variation of the cross-sectional density of the engine tail nozzle outlet with the number of iterations under the condition of no water inflow when the supercavitating vehicle in the present invention is numerically simulated; Attached Fig.28 This is a curve diagram showing the change of the engine tail nozzle outlet cross-sectional velocity with the number of iterations under the non-water inlet condition when the supercavitating vehicle in the present invention is numerically simulated; Attached Fig.29 This is a curve diagram showing the change of the temperature of the engine tail nozzle outlet section with the number of iterations when the supercavitating vehicle in the present invention is numerically simulated under the condition of no water inflow; Attached Fig.30 It is a pressure cloud diagram of the engine in a stable working state under the condition of water inflow when the supercavitation vehicle in the present invention is numerically simulated; Attached Fig.31 It is a density cloud diagram of the engine in a stable working state under the condition of water inflow when the supercavitation vehicle in the present invention is numerically simulated; Attached Fig.32 It is a velocity cloud diagram of the engine in a stable working state under the condition of water inflow when the supercavitation vehicle in the present invention is numerically simulated; Attached Fig.33 It is a temperature cloud diagram of the engine in a stable working state under the condition of water inflow when the supercavitation vehicle in the present invention is numerically simulated; Attached Fig.34 It is a vapor phase cloud diagram of the engine in a stable working state under the condition of water inflow when the numerical simulation of the supercavitation vehicle of the present invention is performed; Attached Fig.35It is a curve diagram showing the change of the pressure of the engine tail nozzle outlet section with the number of iterations under the water inlet condition when the supercavitating vehicle in the present invention is numerically simulated; Attached Fig.36 It is a curve diagram showing the variation of the cross-sectional density of the engine tail nozzle outlet with the number of iterations under the water inlet condition when the supercavitating vehicle in the present invention is numerically simulated; Attached Fig.37 This is a curve diagram showing the change of the velocity of the engine tail nozzle outlet section with the number of iterations under the water inlet condition when the supercavitating vehicle in the present invention is numerically simulated; Attached Fig.38 It is a curve diagram showing the change of the engine tail nozzle outlet temperature with the number of iterations under the water inlet condition when the supercavitating vehicle in the present invention is numerically simulated; Attached Fig.39 This is a curve diagram showing the variation of the mass flow rate of the engine tail nozzle outlet section with the number of iterations under water inlet conditions when the supercavitating vehicle in the present invention is numerically simulated.

[0012] In the figure, 1-air bleed pipe; 2-front section shell; 3-middle connecting section; 301-water hole; 302-air bleed hole; 4-rear section shell; 5-thrust vector control section; 501-installation cavity; 6-engine; 7-side wall connecting pipe; 8-outer expansion plate; 9-inner expansion plate; 10-tail section shell; 11-main control valve; 12-tail nozzle; 1201-convergent section; 1202-throat; 1203-diffuser section; 13-through hole; 14-branch channel; 15-charge column; 16-head cavitator; 1601-cylinder; 1602-outer convex ring plate; 17-water inlet channel; 18-air bleed pipe channel; 19-transition channel; 20-engine main body channel; 21-tail nozzle channel; 2101-parallel section; 2102-bending section. DETAILED DESCRIPTION

[0013] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0014] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative position relationship, movement, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly. In addition, in the present invention, the descriptions such as "first", "second", etc. are only used for descriptive purposes, and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "multiple" is at least two, such as two, three, etc., unless otherwise clearly defined. In the present invention, unless otherwise clearly defined and defined, the terms "connection", "fixed", etc. should be understood in a broad sense. For example, "fixed" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, a physical connection or a wireless communication connection; it can be directly connected, or indirectly connected through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances. In addition, the technical solutions between the various embodiments of the present invention can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the present invention.

[0015] As attached Figure 1 -Attached Fig. 20 As shown, the present invention provides a supercavitation vehicle, comprising an engine 6 and a front section housing 2 arranged in sequence, as shown in FIG. Figure 5 The front end of the main body of the engine 6 is provided with an air bleed pipe 1 penetrating to the front end of the front section casing 2. The air bleed pipe 1 is connected to the combustion chamber of the engine 6 and is used to lead a part of the high-temperature combustion gas in the combustion chamber to the head of the supercavitation vehicle. Figure 4The end of the bleed air pipeline 1 is provided with a side wall connecting pipe 7 penetrating the side wall of the front section shell 2, that is, part of the high-temperature combustion gas led out of the bleed air pipeline 1 is finally led out from the head side wall of the front section shell 2 through the side wall connecting pipe 7 and enters the head external fluid domain of the supercavitating spacecraft. The front part of the front section shell 2 is provided with a head cavitator 16, and the head cavitator 16 is used to generate a low-pressure area around the head of the supercavitating spacecraft. At this time, combined with the high-temperature combustion gas entering the head external fluid domain of the supercavitating spacecraft, the high-temperature combustion gas accumulates and forms a ventilation cavity covering the entire supercavitating spacecraft, realizing supercavitation. The surface of the aircraft is isolated from water during navigation, which significantly reduces the surface friction resistance of the supercavitating aircraft (the surface friction resistance of a streamlined aircraft usually accounts for about 70% of the total resistance), and can obtain a great speed gain, ultimately achieving high speed and long-range navigation; Engine 6 is a solid propellant engine, which has a simple structure and high reliability, and the solid fuel has stable chemical properties and can be packaged and stored for a long time. Compared with the water ramjet engine currently used in supercavitating aircraft, the technology is more mature, the use is more stable and reliable, and the maintenance frequency is less. Figure 6 The engine 6 includes a main body and a tail nozzle 12 connected to each other, wherein the main body is used to form a combustion chamber and accommodate a charge column 15, and the tail nozzle 12 is used to guide the combustion flame to form a directional thrust. Figure 7 The tail nozzle 12 includes a throat 1202 and a diffusion section 1203 arranged in sequence, wherein the throat 1202 is used to accelerate the flame to achieve sonic flow of the flame, and the diffusion section 1203 is used to further accelerate the sonic flow of the flame to make it a supersonic flow flame, thereby achieving efficient energy conversion, thereby maximizing thrust. Preferably, a convergent section 1201 is also arranged upstream of the throat 1202, and the convergent section 1201 is used to pre-compress and accelerate the combustion flame, and accelerate the high-temperature and high-pressure combustion gas in the combustion chamber to subsonic speed. The convergent section 1201, the throat 1202 and the diffusion section 1203 achieve efficient energy conversion and maximize thrust by controlling the combustion gas expansion process; refer to the attached Figure 3The supercavitating vehicle further includes a water inlet channel 17 disposed on the head cavitator 16, an air bleed channel channel 18 coated on the outer wall of the air bleed channel 1, a transition channel 19, an engine main body channel 20 coated on the outer wall of the main body of the engine 6, and a tail nozzle channel 21 coated on the outer wall of the tail nozzle 12, which are sequentially connected. At this time, since the water inlet channel 17 is disposed on the head cavitator 16, the air bleed channel channel 18 is coated on the outer wall of the air bleed channel 1, and the engine main body channel 20 is coated on the outer wall of the main body of the engine 6, The outer wall of the main body and the tail nozzle channel 21 are covered on the outer wall of the tail nozzle 12. Therefore, when water flows through the water inlet channel 17, the bleed air pipeline channel 18, the engine main body channel 20 and the tail nozzle channel 21 in sequence, the head cavitator 16, the bleed air pipeline 1, the outer wall of the main body of the engine 6 and the outer wall of the tail nozzle 12 are cooled by heat exchange in sequence, so that the thermal protection problem of the above components is solved by water flow, and the reliability of the supercavitating vehicle is improved. In addition, since the outer wall size of the bleed air pipeline 1 is smaller than the main wall size of the engine 6, the outer wall size of the bleed air pipeline 1 is smaller than the main wall size of the engine 6. The outer wall of the engine body, so the size of the bleed air pipeline channel 18 is also smaller than the size of the engine body channel 20, and the transition channel 19 is used to connect the bleed air pipeline channel 18 and the engine body channel 20. At this time, since the temperature of the main body of the engine 6 is higher than the temperature of the bleed air pipeline 1, the bleed air pipeline channel 18 and the engine body channel 20 also just meet their corresponding cooling needs. Specifically, the channel cross-sectional area of ​​the bleed air pipeline channel 18 is small, and the water flow speed flowing therein is fast. At this time, the contact time between the water and the bleed air pipeline 1 is short, and the heat of the high heat flux density area of ​​the bleed air pipeline 1 can be quickly taken away. When the water enters the engine body channel 20 through the transition channel 19, due to the large channel cross-sectional area of ​​the engine body channel 20, the water flow speed flowing therein slows down, and the heat exchange with the outer wall of the main body of the engine 6 is more fully carried out, thereby ensuring that the main body of the engine 6 and the bleed air pipeline 1 can meet the thermal protection requirements; the tail nozzle channel 21 includes a plurality of branch channels 14 arranged in a ring array with the axis of the tail nozzle 12, refer to the attached Figure 6 -Attached Figure 8 , the tail nozzle channel 21 can be entirely divided into sub-channels 14, that is, after the engine main body channel 20 extends backward, it can be directly separated into a plurality of sub-channels 14. Fig.13 -Attached Fig.15 The tail nozzle channel 21 may also include an annular channel and a plurality of sub-channels 14. In this case, the annular channel covers the outer wall of the tail nozzle 12 to improve the cooling effect of the tail nozzle 12. The downstream of the annular channel is separated into a plurality of sub-channels 14. Figure 7, the ends of several branch channels 14 are led out from the wall of the diffuser section 1203, that is, the outlets of the branch channels 14 are arranged on the side walls of the diffuser section 1203. At this time, the water entering the tail nozzle 12 is mixed with the high-temperature combustion gas generated by the combustion of the grain column 15 in the engine 6, and part or all of the water evaporates into water vapor. The mixed gas composed of the high-temperature combustion gas, water vapor and the remaining water replaces the original single high-temperature combustion gas to provide thrust for the supercavitating vehicle, thereby increasing the thrust of the supercavitating vehicle. Specifically, the water flowing from the branch channel 14 into the diffuser section 1203 is used for the thrust increase of the supercavitating vehicle. At this time, the thrust generated is significantly increased. In addition, when the water entering the tail nozzle 12 contacts the high-temperature combustion gas, the water is heated and evaporated to form water vapor. The water vapor increases the working medium of the engine to do work. The water vapor and the high-temperature combustion gas form a mixed gas. The temperature of the mixed gas is lower than that of the single high-temperature combustion gas, and the density is much greater than that of the single high-temperature combustion gas, which is equivalent to an increase in the energy quality of the working gas. Part of the energy that was originally discharged directly from the tail nozzle 12 with the single high-temperature combustion gas is converted into the internal energy of the mixed gas to participate in the work of the engine 6 to provide thrust, thereby enhancing the energy utilization efficiency of the engine. At this time, the bleed air pipeline channel 18, the transition channel 19, the engine main body channel 20 and the tail nozzle channel 21 are not only used to cool the heat-generating components of the supercavitating vehicle, but also used to increase the thrust of the supercavitating vehicle; in an ideal state, water absorbs heat and evaporates after passing through the bleed air pipeline channel 18, the transition channel 19, the engine main body channel 20 and the tail nozzle channel 21, and is pure water vapor when it flows out from the outlet of the branch channel 14. The completely vaporized water vapor is mixed with the high-temperature combustion gas, and there is no residual water in the mixed gas. At this time, the temperature and thrust of the mixed gas will not be reduced, and the energy utilization efficiency of the engine 6 is the highest, and the thrust increase effect is the best. At this time, the bleed air pipeline channel 18, the transition channel 19, the engine main body channel 20 and the tail nozzle channel 21 are not only used to cool the heat-generating components of the supercavitating vehicle, but also used to convert water into water vapor, thereby providing the best thrust increase effect; refer to the attached Figure 6 and attached Fig.15A main control valve 11 is provided on each sub-channel 14. The main control valve 11 is preferably a solenoid valve. The main control valve 11 controls the on-off and / or channel area of ​​the sub-channel 14. The on-off and / or channel area of ​​several sub-channels 14 are controlled by several main control valves 11 to control the water flow rate of several sub-channels 14 into the diffuser 1203. The water intake of several sub-channels 14 controls the tail flame angle of the diffuser 1203, generates a control torque for the supercavitating vehicle, and realizes the thrust vector control of the supercavitating vehicle. That is, when the water intake of several sub-channels 14 is completely consistent (including all the main control valves 11 are closed, and the water intake of several sub-channels 14 is zero), the supercavitating vehicle sails in a straight line, and when the water intake of one or more sub-channels 14 is inconsistent with the water intake of other symmetrical sub-channels 14, the water intake of multiple sub-channels 14 causes the tail flame of the diffuser 1203 to deflect, thereby realizing the deflected navigation of the supercavitating vehicle. At this time, the tail nozzle channel 21 and the main control valve 11 can realize the direction control of the supercavitating vehicle. For direction control, when the water entering the diffuser 1203 is all water vapor, the water of the same mass entering the water inlet channel 17 causes the flow field structure in the diffuser 1203 to deform more, and the control torque generated is larger and more stable, making it easier to achieve stable thrust vector control.

[0016] The supercavitating aircraft provided by the present invention solves the problem of conventional supercavitating aircraft needing to carry a gas generator, and reduces the load that the aircraft needs to carry, because the bleed air pipeline 1 draws high-temperature combustion gas from the combustion chamber of the engine 6 as the gas source for the head cavitator 16 to generate ventilation cavitations. By adding a water inlet channel 17, a bleed air pipeline channel 18, an engine main body channel 20 and a tail nozzle channel 21, on the one hand, the head cavitator 16, the bleed air pipeline 1, the main body of the engine 6 and the tail nozzle 12 of the engine 6, which have high thermal protection requirements, can be cooled to achieve their thermal protection. On the other hand, the water finally flows into the diffusion section 1203 of the tail nozzle 12, thereby improving the thermal protection of the head cavitator 16, the bleed air pipeline channel 18, the engine main body channel 20 and the tail nozzle channel 21. The thrust of the supercavitation vehicle and the energy utilization efficiency of the engine are improved. At this time, after the water absorbs heat after heat exchange, the thrust improvement effect of the supercavitation vehicle can be further guaranteed. On the other hand, a plurality of sub-channels 14 arranged in a circular array with the axis of the tail nozzle 12 are arranged on the tail nozzle channel 21, and the main control valve 11 is arranged in the sub-channel 14, so that water and water vapor are used as the working fluid of the thrust vector control, and the fluid thrust vector control is introduced, which solves the problems that the traditional supercavitation vehicle uses rudder control as the underwater control method of high-speed aircraft, such as complex structure, rudder wings causing cavitation stability and unstable control torque, and improves the control efficiency and maneuverability of the supercavitation vehicle. That is, the present invention realizes the comprehensive effects of cooling, increasing thrust and thrust vector control of the supercavitation vehicle by directly drawing water in front of the supercavitation vehicle during the navigation process.

[0017] Compared with the existing similar aircraft (Chinese invention patent CN117141691B-a kind of underwater high-speed vehicle with side jet attitude control engine) as a comparison scheme, this supercavitation aircraft has the following significant improvements: 1. The engine used in the comparative scheme belongs to a water ramjet engine. The water inlet reacts with the fuel-rich gas generated by the solid fuel in the water reaction combustion chamber to produce a mixture of high-temperature gas and water vapor to provide power for the aircraft. The engine 6 used in this scheme is a solid propellant engine with more mature technology. At the same time, since the comparative scheme needs to provide fuel-rich gas first, it is necessary to provide an additional combustion chamber for the solid fuel section outside the water reaction combustion chamber, which increases the load carried by the aircraft and requires more thermal protection issues. In this supercavitating aircraft, the water entering from the water inlet channel 17 combines with the high-temperature gas in the diffusion section 1203 of the tail nozzle 12. To improve the engine 6 itself, it only needs to open the branch channel 14 on the basis of the engine 6. Compared with the comparative scheme, the design structure is simpler and the reliability is relatively high. And the thrust-increasing effect is achieved by the action of water and high-temperature gas, and part of the internal energy that was originally discharged directly from the tail nozzle 12 with the high-temperature gas is converted into the internal energy of the mixed gas to participate in the work of the engine 6, thereby achieving thrust-increasing.

[0018] 2. The heading control of the comparative scheme adopts the side jet attitude control engine to provide a control force perpendicular to the heading direction, which will not affect the axial thrust of the engine itself. The working state of the side jet attitude engine is controlled by the control valve, thereby generating a control torque for the aircraft. The disadvantage of this scheme is that when the side jet attitude control engine is working, the high-temperature gas may directly impact the cavitation wall, affecting the cavitation stability. At the same time, the control torque acting on the navigation body is composed of the thrust generated by the asymmetrically distributed high-temperature gas jet and the reverse thrust generated by the cavitation wall on the navigation body, which puts forward greater requirements for stable control. In addition, the control valve of the comparative scheme is directly exposed to the action of high-temperature gas, and it is necessary to consider problems such as thermal damage and inability to work for a long time. The heading control of this supercavitation aircraft adopts thrust vector control technology. By controlling the working state of the main control valve 11 of the thrust vector control structure, the water intake in different directions is adjusted. The water intake interacts with the high-temperature gas, changes the flow field structure in the tail nozzle, and causes the engine tail flame to deflect, thereby generating a control torque. This method will not affect the external cavitation of the supercavitation aircraft at all, and will not be affected by the reverse thrust of the cavitation comparison aircraft. At the same time, the water passing through the main control valve 11 is used for thrust increase and thrust vector control at the same time. Compared with the comparative scheme that is only used for heading control, the utilization rate is higher, which can further improve the thrust of the supercavitation vehicle and the energy utilization efficiency of the engine. In addition, the main control valve 11 is not set under high-temperature combustion gas, which can ensure long-term stable operation. In addition, the heading control method of the comparative scheme is different from that of the supercavitation vehicle. When the comparative scheme does not need heading control, the circumferentially arranged side jet attitude control engines are all closed; when the side jet attitude control engine in one direction is working, the high-temperature combustion gas mixture on that side provides the lateral control torque. When the present scheme does not need heading control, the main control valve 11 of the thrust vector control structure can be fully opened, and at this time, all the water intake only plays a role in thrust increase. When the main control valve 11 in one direction is closed or adjusted to a small size, the water intake on the opposite side acts on the high-temperature combustion gas, and the flow field in the nozzle is deflected toward that side, and the high-temperature combustion gas mixture on the opposite side provides the control torque.

[0019] 3. When the supercavitating vehicle is sailing, the water inlet channel 17 is arranged on the head cavitator 16, the air bleed pipe channel 18 is covered on the outer wall of the air bleed pipe 1, the engine main body channel 20 is covered on the outer wall of the main body of the engine 6, and the tail nozzle channel 21 is covered on the outer wall of the tail nozzle 12. While playing a role in thermal protection, when the water reaches the diffuser section 1203 of the tail nozzle 12 to participate in thrust increase and thrust vector control, the temperature rises and even turns into steam. From the perspective of energy utilization efficiency, when there is no water intake or the water intake does not participate in heat exchange, all the internal energy of the high-temperature combustion gas is directly discharged from the tail nozzle 12 of the engine 6. When the water intake participates in cooling, part of the internal energy is absorbed by the water intake, so that when the water intake reaches the diffuser section 1203 of the tail nozzle 12, the temperature rises or even completely evaporates into water vapor. The mixed gas replaces the high-temperature combustion gas to do work to provide thrust for the engine, and the energy quality equivalent to the engine working medium is increased, thereby improving the energy utilization efficiency of the engine 6. Under ideal conditions, the water entering the diffuser 1203 is completely vaporized and mixed with the high-temperature combustion gas, and there is no residual water in the mixture. At this time, the energy utilization efficiency of the engine 6 is the highest, and the thrust increase effect is the best. With respect to directional control, when water evaporates into water vapor, the same mass of water causes a greater deformation of the flow field structure in the nozzle, and the control torque generated is larger and more stable, making it easier to achieve stable thrust vector control.

[0020] 4. Compared with the comparative scheme, this supercavitating vehicle integrates structures and technologies such as gas drainage cavitation, water cooling, thrust increase, and thrust vector control to achieve stable cavitation maintenance, thrust increase, and improved control efficiency and maneuverability during the supercavitating vehicle's high-speed underwater movement. The working state is relatively more stable and has better adaptability to complex underwater environments. At the same time, due to the integrated design of the various functional parts of the supercavitating vehicle, the supercavitating vehicle needs to carry less payload, leaving more space for other supporting equipment and other payloads.

[0021] 5. Compared with the comparative scheme, this supercavitation vehicle can meet the requirements of long flight time and long range, and realize the improvement of engine energy utilization efficiency and thrust enhancement.

[0022] In one embodiment, referring to the attached Figure 5The transition channel 19 is a funnel-shaped expansion structure, which realizes a smooth flow velocity transition of the water flow from the air bleed pipe channel 18 to the engine main body channel 20, avoiding the problem of large flow resistance and chaotic flow field caused by the sudden change from narrow to wide in the size of the air bleed pipe channel 18 to the engine main body channel 20. At the same time, the cross-sectional area of ​​the expansion structure can gradually reduce the flow velocity, so that the water flow is fully mixed before entering the engine main body channel 20, reducing the temperature stratification of the water after absorbing heat from the air bleed pipe 1, and improving the overall heat exchange uniformity. Preferably, the angle between the wall of the transition channel 19 and the axis of the air bleed pipe 1 is 40°-50°, which can ensure the smoothness of the water flow. More preferably, the angle between the wall of the transition channel 19 and the axis of the air bleed pipe 1 is 45°.

[0023] In one embodiment, the two ends of the transition channel 19 respectively transition with the air duct channel 18 and the engine main body channel 20 in an arc shape, which further reduces the flow pressure loss and can reduce the stress concentration at the connection between the two ends of the transition channel 19, thereby improving the structural strength.

[0024] In one embodiment, referring to the attached Figure 4 The water inlet channel 17 is located upstream of the side wall connecting pipe 7. At this time, the water inlet of the water inlet channel 17 and the high-temperature combustion gas entering the head of the supercavitating vehicle through the air bleed pipe 1 are independent, which can prevent the high-temperature combustion gas from affecting the water intake amount of the water inlet channel 17 and ensure the formation of cavitation at the same time.

[0025] In one embodiment, referring to the attached Figure 4The head cavitator 16 includes a cylinder 1601 and an outer convex ring plate 1602 arranged on the outer side of the front end of the cylinder 1601. The outer convex ring plate 1602 is used to form a negative pressure area at the head of the supercavitating vehicle. The cylinder 1601 is hollow inside to form a water inlet channel 17. At this time, the size of the water inlet channel 17 can be guaranteed to meet the high water inlet amount. Compared with the comparative scheme, both schemes use the dynamic pressure generated when the vehicle moves to achieve water inlet. The difference is that the water inlet structure of the comparative scheme is directly connected to the water reaction combustion chamber from the head cavitator, and the water inlet amount depends on the radius of the water inlet pipeline in the head cavitator and the working pressure of the water reaction combustion chamber. The water inlet of this scheme is not affected by the pressure of the combustion chamber, and the influence of the diffuser section 1203 of the tail nozzle 12 is much less than that of the combustion chamber pressure. In the process of water finally tilting to the downstream of the diffuser section 1203 and spraying, the diffuser section 1203 has less influence on the water inlet. Therefore, it is easier to enter water than the existing scheme. In addition, when the speed of the aircraft is low, such as during the startup phase, the comparative solution may produce a dynamic pressure lower than the combustion chamber pressure, which may make it impossible to achieve stable water intake or even reverse transportation of high-temperature combustion gas along the water intake pipeline. After calculation, it is determined that the supercavitating aircraft can generate sufficient dynamic pressure when the design underwater operating speed is 100m / s. After numerical simulation, it is determined that the pressure at the end of the tail nozzle channel 21 at the diffuser section 1203 of the tail nozzle 12 is less than the dynamic pressure considering flow losses, ensuring that there is still enough water intake to achieve cooling and thrust vector control under variable speed conditions. The water intake structure of the supercavitating aircraft works more stably, and will not cause problems such as failure to intake water or even gas backflow due to the engine combustion chamber pressure being greater than the dynamic pressure generated by the high-speed movement of the aircraft.

[0026] In one embodiment, referring to the attached Figure 5 The rear section of the cylinder 1601 extends to the transition channel 19 and expands outward to form an outer expansion plate 8, which serves as the outer wall of the transition channel 19, and the rear section of the outer expansion plate 8 is fixedly connected to the front end of the main body of the engine 6. Preferably, the outer expansion plate 8 and the cylinder 1601 are integrally formed to ensure structural strength; refer to the attached Figure 5 The bleed air pipeline 1 extends from the front end of the main body of the engine 6 to the front side of the front section housing 2. The bleed air pipeline 1 and the inner wall of the cylinder 1601 are enclosed to form a bleed air pipeline channel 18. An inner expansion plate 9 is provided on the inner wall of the bleed air pipeline 1 and the front end of the main body of the engine 6. The inner expansion plate 9 and the outer expansion plate 8 are spaced to form a transition channel 19. In this embodiment, the inner wall of the bleed air pipeline channel 18 is directly the bleed air pipeline 1, which can ensure the heat exchange effect and reduce the structural complexity of the bleed air pipeline channel 18.

[0027] In one embodiment, referring to the attached Figure 3 The front shell 2 is a conical shell, which reduces the sailing resistance. The large end of the front shell 2 is fixedly connected to the front end of the main body of the engine 6, and the small end is fixed to the outer wall of the front section of the cylinder 1601.

[0028] In one embodiment, referring to the attached Figure 3 The supercavitating vehicle further comprises a middle connecting section 3, a rear section shell 4 and a tail section shell 10. The front section shell 2, the middle connecting section 3, the rear section shell 4 and the tail section shell 10 are fixedly connected in sequence. The main body of the engine 6 is arranged in the rear section shell 4, and the tail nozzle 12 of the engine 6 is arranged in the tail section shell 10. The inner wall of the rear section shell 4 and the outer wall of the main body of the engine 6 form an engine main body channel 20, and the inner wall of the tail section shell 10 and the outer wall of the tail nozzle 12 form a tail nozzle channel 21. In this embodiment, there is no need to open too many channels on the existing engine 6, which can reduce the degree of improvement of the engine 6. The middle connecting section 3 is used to connect the front section shell 2 and the rear section shell 4. Refer to the attached Fig.10 , and the middle connecting section 3 is provided with a water hole 301 and an air bleed hole 302, the water hole 301 is used to achieve the connection between the transition channel 19 and the engine main body channel 20, and the air bleed hole 302 is used to allow the air bleed pipeline 1 to enter the front section housing 2. At this time, the inner expansion plate 9 and the outer expansion plate 8 are both connected to the air bleed hole 302 on the middle connecting section 3.

[0029] In one embodiment, referring to the attached Figure 6 When the tail nozzle channel 21 is all branch channels 14, a thrust vector control section 5 is further provided between the rear section housing 4 and the tail section housing 10. The thrust vector control section 5 is used to connect the rear section housing 4 and the tail section housing 10, and a mounting cavity 501 for mounting the main control valve 11 is provided inside the thrust vector control section 5. At this time, the main control valve 11 can be away from the heat source on the engine 6 to improve its use stability. In this embodiment, the tail nozzle channel 21 is all branch channels 14, that is, a plurality of branch channels 14 are directly connected to the main control valve 11 in the thrust vector control section 5. In other embodiments, refer to the attached Fig.16 -Attached Fig.18 When the tail nozzle channel 21 is entirely a branch channel 14 , the thrust vector control section 5 may not be provided. In this case, the main control valve 11 is directly provided in the branch channel 14 .

[0030] In one embodiment, referring to the attached Figure 6 -Attached Figure 7 The tail nozzle channel 21 includes a parallel section 2101 and a bent section 2102 arranged in sequence along the direction from the air bleed pipe channel 18 to the diffuser section 1203. The bent section 2102 is led out from the wall of the diffuser section 1203 at an angle to the axis of the tail nozzle 12. At this time, when the tail nozzle channel 21 is entirely a branch channel 14, the branch channel 14 includes a parallel section 2101 and a bent section 2102. Fig.13 -Attached Fig.15When the tail nozzle channel 21 includes an annular channel and a plurality of branch channels 14, the bending section 2102 is arranged at the end of the branch channel 14, and the upstream sections of the annular channel and the branch channel 14 are both parallel sections 2101. Preferably, the parallel section 2101 is formed by the interval between the inner wall of the tail section shell 10 and the outer wall of the tail nozzle 12, and the side wall of the tail nozzle 12 only needs to be provided with a plurality of bending sections 2102. At this time, the improvement of the engine 6 of the entire supercavitation vehicle only needs to be provided with a plurality of bending sections 2102 on the side wall of the tail nozzle 12, and the improvement of the conventional engine 6 is very small. Specifically, refer to the attached Figure 7 , a plurality of bent sections 2102 are through-hole 13 structures provided on the side wall of the tail nozzle 12. In this embodiment, by providing the bent sections 2102, water and water vapor can be inclined to enter the diffuser section 1203 in the direction of flame injection, which can reduce the influence of the flame in the diffuser section 1203 on the water inlet, and ensure that there is still enough water inlet to achieve cooling and thrust vector control under variable speed conditions.

[0031] In one embodiment, referring to the attached Figure 7 The included angle between the axis of the bending section 2102 and the axis of the tail nozzle 12 is 65°-75°, which ensures smooth flow while reducing flow resistance. Preferably, the included angle between the axis of the bending section 2102 and the axis of the tail nozzle 12 is 68°.

[0032] In one embodiment, referring to the attached Figure 7 The outlet of the bending section 2102 is located at 1 / 3 of the diffusion section 1203 close to the throat 1202, which can ensure the thrust-increasing effect of water and water vapor and the thrust vector control capability, and prevent water from being too close to the throat 1202 and affecting the acceleration effect of the high-temperature combustion gas.

[0033] In one embodiment, referring to the attached Fig. 9 There are 6 to 10 sub-channels 14. The more sub-channels 14 are set, the more precise the directional control can be achieved, but the number of corresponding main control valves 11 is also greater. Preferably, there are 8 sub-channels 14. While ensuring the accuracy of directional control, an excessive number of main control valves 11 is avoided, thereby ensuring a simple and reliable structure.

[0034] The present invention also provides a supercavitating vehicle navigation method, using the supercavitating vehicle, comprising the following steps: the engine 6 drives the supercavitating vehicle to navigate underwater, specifically, the charge 15 in the combustion chamber of the engine 6 burns, and the high-temperature and high-pressure combustion gas is ejected through the tail nozzle 12 and generates thrust, which drives the cavitating vehicle to navigate underwater; the head cavitator 16 generates a low-pressure area, and part of the high-temperature combustion gas in the engine 6 flows out from the side wall connecting pipe 7 through the air bleed pipe 1 to the external flow field of the supercavitating vehicle, and the low-pressure area cooperates with the high-temperature combustion gas flowing out to the external flow field to form a ventilation cavity covering the entire supercavitating vehicle; the water enters the water inlet channel 17 located in the head cavitator 16, and the water passes through the air bleed pipe channel 18, the transition channel 19, the engine main body channel 20 and the tail nozzle channel 21 in sequence, and finally flows out from the diffuser 1203; the water in the head cavitator 16 is During the flow process, the head cavitator 16, the air bleed pipe 1, the main body of the engine 6 and the tail nozzle 12 of the engine 6 are cooled by water in turn, and the temperature of the water increases after heat exchange and is even partially converted into water vapor; the water entering the tail nozzle 12 is mixed with the high-temperature combustion gas generated by the combustion of the medicine column 15 in the engine 6, and part or all of the water evaporates into water vapor. The mixed gas composed of the high-temperature combustion gas, water vapor and the remaining water replaces the original single high-temperature combustion gas to provide thrust for the aircraft, thereby increasing the thrust of the aircraft; the on-off and / or channel area of ​​several branch channels 14 are controlled by several main control valves 11, and the water flow rate of several branch channels 14 flowing into the diffusion section 1203 is controlled. The water intake of several branch channels 14 controls the tail flame angle of the diffusion section 1203, generates a control torque for the supercavitating aircraft, and realizes the thrust vector control of the supercavitating aircraft.

[0035] The supercavitation vehicle provided by the present invention is numerically simulated as follows: a three-dimensional axisymmetric model of the solid propulsion engine carried by the supercavitation vehicle is used to simulate the effect of water ingress on the engine performance. The model grid is as follows: Fig.21As shown. The combustion chamber diameter of engine 6 is 72mm, the length is 397.07mm, the diameter of throat 1202 is 8.19mm, and the outlet diameter of diffuser 1203 is 36mm. The inner wall of the combustion chamber is set as the pressure inlet condition, the inner wall of tail nozzle 12 is set as the wall boundary condition, and the outlet of tail nozzle 12 is set as the pressure outlet condition. The water inlet of diffuser 1203 is set as the mass flow inlet condition, which is located at 1 / 3 of the expansion section length of diffuser 1203 from throat 1202. The entire computational domain is divided by structured grid, and the grids of core areas such as convergence section 1201, throat 1202 and diffuser 1203 are encrypted. In order to study the influence of water inflow on the working performance of the engine, the outlet section of tail nozzle 12 of engine 6 is selected as the monitoring surface to obtain the working parameters of the flow field in engine 6. Numerical simulations are carried out on the underwater working performance of engine 6 with and without water inflow. Two engine working conditions are designed, the combustion chamber pressure P is 13.8MPa, the combustion chamber temperature T is 2600K, the environmental back pressure Pb is 0.1MPa at a water depth of 10m, and the water inlet mass flow rate is 7kg / s. See the table below for specific calculation conditions: Defined as the ratio of the combustion chamber pressure P to the ambient back pressure Pb.

[0036] Table calculation conditions:

[0037] Wherein, P represents the pressure of the combustion chamber when the engine is working; T represents the temperature of the high-temperature combustion gas generated when the engine is working; represents the mass flow rate of water entering the tail nozzle from the nozzle expansion section under water inlet conditions; Pb represents the ambient pressure when the engine is working, which is selected as the equivalent pressure of 10m water depth here; pressure ratio , defined as the ratio of the combustion chamber pressure P to the ambient back pressure Pb. As can be seen from the table, by keeping the environmental parameters consistent with the engine operating parameters, adjusting the water inlet flow rate, observing the changes in the engine operating characteristics, and determining the thrust increase effect of the water inlet scheme on the engine.

[0038] Specifically: When there is no water inflow, the parameters of the engine in stable working state are as shown in the attached Fig. 22 -Attached Fig.25 As shown in the figure, it can be seen that when the engine is working stably, the pressure at the outlet section of the tail nozzle 12 is , the speed is 1970m / s, at this time, the working parameters of the nozzle outlet section have reached a stable state, generating a constant thrust. The working parameters of the tail nozzle 12 outlet section are shown in the attached Fig.26 -Attached Fig.29As shown in the figure, it can be seen that after reaching a certain number of iterations, the engine enters a stable working state. At this time, all working parameters of the tail nozzle 12 outlet section remain constant, and the engine generates a constant thrust. Theoretical thrust calculation shows that the stable working thrust of engine 6 without water inflow is 2133.61N: When there is water ingress: The parameters of the engine in stable working state are as shown in the attached Fig.30 -Attached Fig.34 As shown in the figure, it can be seen that after the engine 6 has been working for a period of time under the condition of water inflow, the internal flow field is basically stable, and the various parameters of the axial cross-section of the tail nozzle 12 are basically kept constant. The working parameters of the nozzle outlet cross-section are shown in the attached figure. Fig.35 -Attached Fig.39 As shown in the figure, it can be seen that after working for a period of time, the engine 6 basically reaches a stable working state, and the parameters of the tail nozzle 12 outlet section are basically kept constant except for periodic small oscillations. At this time, the tail nozzle 12 produces a constant thrust. Theoretical thrust calculation shows that the stable working thrust of the engine under the condition of no water inflow is 2785.30N: the theoretical thrust increase is 30.5%, which greatly improves the thrust of the supercavitation vehicle engine, which is in line with the expected effect of the present invention.

[0039] Reference Figure 1 -Attached Fig. 20 The present invention further provides a cooling structure for cooling a supercavitation vehicle. Different from the above-mentioned supercavitation vehicle, the present cooling structure is mainly aimed at the structural cooling of the supercavitation vehicle, and the thrust-increasing structure and the thrust vector control structure are not limited. In the present embodiment, the supercavitation vehicle comprises an engine 6 and a front section casing 2 which are arranged in sequence. The front end of the main body of the engine 6 is provided with an air bleed pipe 1 which penetrates to the front end of the front section casing 2. The end of the air bleed pipe 1 is provided with a side wall connecting pipe 7 which penetrates the side wall of the front section casing 2, that is, part of the high-temperature combustion gas led out of the air bleed pipe 1 is finally led out from the head side wall of the front section casing 2 through the side wall connecting pipe 7 and enters the external fluid domain of the head of the supercavitation vehicle. The front part of the front section casing 2 is provided with a head cavitator 16, and the head cavitator 16 is used to generate a cavitation around the head of the supercavitation vehicle. A low-pressure area is generated. At this time, the high-temperature combustion gas enters the external fluid domain of the head of the supercavitating vehicle, so that the high-temperature combustion gas accumulates and forms a ventilation cavity covering the entire supercavitating vehicle, so that the surface of the supercavitating vehicle is isolated from the water during navigation, and the surface friction resistance of the supercavitating vehicle is significantly reduced (the surface friction resistance of a streamlined vehicle usually accounts for about 70% of the total resistance), which can obtain a great speed gain and ultimately achieve high-speed and long-range navigation; the cooling structure includes a water inlet channel 17 arranged on the head cavitator 16, an air bleed pipe channel 18 covered on the outer wall of the air bleed pipe 1, a transition channel 19, an engine main body channel 20 covered on the outer wall of the main body of the engine 6, and a tail nozzle channel 21 covered on the outer wall of the tail nozzle 12, which are connected in sequence. It should be noted that, refer to the attached Fig.18 At this time, the outlet of the tail nozzle channel 21 can flow directly out from the end wall of the tail nozzle 12, refer to the attached Fig. 20 The outlet of the tail nozzle channel 21 can also flow out from the wall of the diffuser section 1203, and there is no specific limitation.

[0040] The cooling structure provided by the present invention has a water inlet channel 17 arranged on the head cavitator 16, an air bleed line channel 18 covered on the outer wall of the air bleed line 1, an engine main body channel 20 covered on the outer wall of the main body of the engine 6, and a tail nozzle channel 21 covered on the outer wall of the tail nozzle 12. Therefore, in the process of water flowing through the water inlet channel 17, the air bleed line channel 18, the engine main body channel 20 and the tail nozzle channel 21 in sequence, heat exchange cooling is performed on the head cavitator 16, the air bleed line 1, the outer wall of the main body of the engine 6 and the outer wall of the tail nozzle 12 in sequence, thereby solving the thermal protection problem of the above-mentioned components by water flow and improving the reliability of the supercavitating vehicle. In addition, since the outer wall size of the bleed air duct 1 is smaller than the outer wall of the main body of the engine 6, the size of the bleed air duct channel 18 is also smaller than the size of the main engine channel 20, and the transition channel 19 is used to connect the bleed air duct channel 18 and the main engine channel 20. At this time, since the temperature of the main body of the engine 6 is higher than the temperature of the bleed air duct 1, the bleed air duct channel 18 and the main engine channel 20 also just meet their corresponding cooling needs. Specifically, the channel cross-sectional area of ​​the bleed air duct channel 18 is small, and the water flow speed flowing therein is fast. At this time, the contact time between the water and the bleed air duct 1 is short, and the heat of the high heat flux density area of ​​the bleed air duct 1 can be quickly taken away. When the water enters the main engine channel 20 through the transition channel 19, due to the large channel cross-sectional area of ​​the main engine channel 20, the water flow speed flowing therein is slowed down, and heat exchange with the main body outer wall of the engine 6 is more fully performed, thereby ensuring that the main body of the engine 6 and the bleed air duct 1 can meet the thermal protection requirements.

[0041] Compared with the comparative scheme, this cooling structure achieves stable cavitation maintenance and improved maneuverability during the underwater high-speed movement of the supercavitating vehicle by integrating gas-induced cavitation and water-inlet cooling, and its working state is relatively more stable. At the same time, since the cooling medium of the cooling structure comes from the navigation medium, the supercavitating vehicle does not need to carry cooling medium, which can ensure that the supercavitating vehicle needs to carry less load, leaving more space for other supporting equipment and other payloads.

[0042] In one embodiment, the transition channel 19 is a funnel-shaped expansion structure, and the angle between the wall of the transition channel 19 and the axis of the air duct 1 is 40°-50°, which can ensure the smoothness of the water flow. Further preferably, the angle between the wall of the transition channel 19 and the axis of the air duct 1 is 45°.

[0043] In one of the embodiments, the water inlet channel 17 is located upstream of the side wall connecting pipe 7. At this time, the water inlet of the water inlet channel 17 and the high-temperature combustion gas entering the head of the supercavitating vehicle through the air bleed pipe 1 are independent, which can prevent the high-temperature combustion gas from affecting the water intake amount of the water inlet channel 17 while ensuring the formation of cavitation.

[0044] In one embodiment, the head cavitator 16 includes a cylinder 1601 and an outer convex ring plate 1602 arranged on the outer side of the front end of the cylinder 1601. The outer convex ring plate 1602 is used to form a negative pressure area at the head of the supercavitating vehicle. The cylinder 1601 is hollow inside to form a water inlet channel 17. At this time, the size of the water inlet channel 17 can be guaranteed to meet the high water intake. Compared with the comparative scheme, the comparative scheme cannot achieve cooling of the engine, and the thermal protection of the engine wall can only be achieved through the heat resistance of its material. In addition, both schemes use the dynamic pressure generated when the vehicle moves to achieve water intake. The difference is that the water intake structure of the comparative scheme is directly connected to the water reaction combustion chamber from the head cavitator, and the water intake depends on the radius of the water inlet pipeline in the head cavitator and the working pressure of the water reaction combustion chamber. The water inlet of this solution is not affected by the combustion chamber pressure. When the outlet of the tail nozzle channel 21 is directly connected to the downstream end of the tail nozzle 12, the water inlet pressure of the water inlet channel 17 is zero. When the outlet of the tail nozzle channel 21 is set on the wall of the diffuser section 1203, the water inlet pressure of the water inlet channel 17 is affected by the diffuser section 1203 of the tail nozzle 12, which is much lower than the influence of the combustion chamber pressure. In the process of water finally tilting to the downstream of the diffuser section 1203, the diffuser section 1203 has a smaller impact on the water inlet. Therefore, it is easier to inlet water than the existing solution. In addition, when the speed of the aircraft is low, such as in the startup phase, the comparative solution may produce a dynamic pressure lower than the combustion chamber pressure, and it is impossible to achieve stable water inlet or even reverse transportation of high-temperature combustion gas along the water inlet pipeline. After calculation, it is determined that the supercavitating vehicle can generate sufficient dynamic pressure when the design underwater operating speed is 100m / s. After numerical simulation, it is determined that the pressure at the end of the tail nozzle channel 21 at the diffuser section 1203 of the tail nozzle 12 is less than the dynamic pressure considering flow loss, ensuring that there is still enough water intake for cooling under variable speed conditions. In general, the water intake structure of the supercavitating vehicle works more stably, and there will be no problems such as failure to inlet water or even gas backflow due to the engine combustion chamber pressure being greater than the dynamic pressure generated by the high-speed movement of the vehicle.

[0045] In one embodiment, the rear section of the cylinder 1601 extends to the transition channel 19 and expands outward to form an outer expansion plate 8, which serves as the outer wall of the transition channel 19, and the rear section of the outer expansion plate 8 is fixedly connected to the front end of the main body of the engine 6. Preferably, the outer expansion plate 8 and the cylinder 1601 are integrally formed to ensure structural strength; the bleed air pipeline 1 extends from the front end of the main body of the engine 6 to the front side of the front section shell 2, and the bleed air pipeline 1 and the inner wall of the cylinder 1601 are enclosed to form the bleed air pipeline channel 18. The inner expansion plate 9 is provided on the inner wall of the bleed air pipeline 1 and the front end of the main body of the engine 6, and the transition channel 19 is formed between the inner expansion plate 9 and the outer expansion plate 8. In this embodiment, the inner wall of the bleed air pipeline channel 18 is directly the bleed air pipeline 1, which can ensure the heat exchange effect and reduce the structural complexity of the bleed air pipeline channel 18.

[0046] In one embodiment, the front shell 2 is a conical shell, thereby reducing navigation resistance. The large end of the front shell 2 is fixedly connected to the front end of the main body of the engine 6, and the small end is fixed to the outer wall of the front section of the cylinder 1601.

[0047] In one of the embodiments, the supercavitating vehicle further includes a middle connecting section 3, a rear section shell 4 and a tail section shell 10, the front section shell 2, the middle connecting section 3, the rear section shell 4 and the tail section shell 10 are fixedly connected in sequence, the main body of the engine 6 is arranged in the rear section shell 4, and the tail nozzle 12 of the engine 6 is arranged in the tail section shell 10; the inner wall of the rear section shell 4 and the outer wall of the main body of the engine 6 are spaced to form an engine main body channel 20, and the inner wall of the tail section shell 10 and the outer wall of the tail nozzle 12 are spaced to form a tail nozzle channel 21. In this embodiment, it is not necessary to open too many channels on the existing engine 6, which can reduce the degree of improvement of the engine 6. When the outlet of the tail nozzle channel 21 is directly connected to the downstream end of the tail nozzle 12, the entire tail nozzle channel 21 is formed by the interval between the inner wall of the tail section shell 10 and the outer wall of the tail nozzle 12. At this time, the entire cooling structure does not need any improvement on the engine 6; the middle connecting section 3 is used to connect the front section shell 2 and the rear section shell 4, and the middle connecting section 3 is provided with a water hole 301 and an air bleed hole 302. The water hole 301 is used to achieve the connection between the transition channel 19 and the engine main body channel 20, and the air bleed hole 302 is used to allow the air bleed pipeline 1 to enter the front section shell 2. At this time, the inner expansion plate 9 and the outer expansion plate 8 are both connected to the air bleed hole 302 on the middle connecting section 3.

[0048] In one embodiment, the engine 6 is a solid propellant engine, and the tail nozzle 12 includes a throat 1202 and a diffuser 1203 arranged in sequence. Preferably, the tail nozzle 12 also includes a convergent section 1201 arranged upstream of the throat 1202; the end of the tail nozzle channel 21 is led out from the wall of the diffuser 1203. In this embodiment, the water entering the tail nozzle 12 is mixed with the high-temperature gas generated by the combustion of the grain column 15 in the engine 6, and part or all of the water evaporates into water vapor. The mixed gas composed of the high-temperature gas, water vapor and remaining water replaces the original The single high-temperature combustion gas provides thrust for the supercavitating vehicle and increases the thrust of the supercavitating vehicle. Specifically, the water flowing from the branch channel 14 to the diffuser section 1203 is used to increase the thrust of the supercavitating vehicle. At this time, the thrust generated is significantly increased. In addition, when the water entering the tail nozzle 12 contacts the high-temperature combustion gas, the water evaporates by heat to form water vapor. The water vapor increases the working medium of the engine to do work. The water vapor and the high-temperature combustion gas form a mixed gas. The temperature of the mixed gas is lower than that of the single high-temperature combustion gas, and the density is much greater than that of the single high-temperature combustion gas, which is equivalent to an increase in the energy quality of the working gas. Part of the energy that was originally discharged directly from the tail nozzle 12 with the single high-temperature combustion gas is converted into the internal energy of the mixed gas to participate in the work of the engine 6 to provide thrust, thereby enhancing the energy utilization efficiency of the engine. At this time, the air bleed channel 18, the transition channel 19, the engine main channel 20 and the tail nozzle channel 21 are not only used to cool the heat-generating components of the supercavitating vehicle, but also used to increase the thrust of the supercavitating vehicle; in an ideal state, water absorbs heat and evaporates after passing through the air bleed channel 18, the transition channel 19, the engine main channel 20 and the tail nozzle channel 21, and is pure water vapor when flowing out from the outlet of the branch channel 14. The completely vaporized water vapor is mixed with the high-temperature combustion gas, and there is no residual water in the mixed gas. At this time, the temperature and thrust of the mixed gas will not be reduced, the energy utilization efficiency of the engine 6 is the highest, and the thrust increase effect is the best. At this time, the air bleed channel 18, the transition channel 19, the engine main channel 20 and the tail nozzle channel 21 are not only used to cool the heat-generating components of the supercavitating vehicle, but also used to convert water into water vapor, thereby providing the best thrust increase effect.

[0049] In one embodiment, the tail nozzle channel 21 includes a plurality of branch channels 14 arranged in a circular array along the axis of the tail nozzle 12. Specifically, the tail nozzle channel 21 may be entirely branch channels 14, that is, after the engine main channel 20 extends backward, it may be directly separated into a plurality of branch channels 14. The tail nozzle channel 21 may also include an annular channel and a plurality of branch channels 14. In this case, the annular channel is coated on the outer wall of the tail nozzle 12 to improve the cooling effect of the tail nozzle 12. The downstream of the annular channel is separated into a plurality of branch channels 14, and the ends of the plurality of branch channels 14 are drawn out from the wall of the diffuser section 1203, that is, the outlets of the branch channels 14 are arranged on the side walls of the diffuser section 1203. A main control valve 11 is arranged on each branch channel 14, and the main control valve 11 is preferably The electromagnetic valve and the main control valve 11 control the on-off and / or channel area of ​​the sub-channel 14. The on-off and / or channel area of ​​the sub-channels 14 are controlled by several main control valves 11, and the water flow rate of the sub-channels 14 flowing into the diffuser 1203 is controlled. The water intake of the sub-channels 14 controls the tail flame angle of the diffuser 1203, and generates a control torque for the supercavitating vehicle, so as to realize the thrust vector control of the supercavitating vehicle. That is, when the water intake of the sub-channels 14 is completely consistent, the supercavitating vehicle sails in a straight line, and when the water intake of one or more sub-channels 14 is inconsistent with the water intake of other symmetrical sub-channels 14, the water intake of the sub-channels 14 causes the tail flame of the diffuser 1203 to deflect, so as to realize the deflected navigation of the supercavitating vehicle. At this time, the tail nozzle channel 21 and the main control valve 11 can realize the direction control of the supercavitating vehicle. For directional control, when all the water entering the diffuser section 1203 is water vapor, the same mass of water entering the water inlet channel 17 causes the flow field structure in the diffuser section 1203 to deform more greatly, and the control torque generated is larger and more stable, making it easier to achieve stable thrust vector control.

[0050] The present invention also provides a supercavitating vehicle cooling method, using the above-mentioned supercavitating vehicle cooling structure; when the supercavitating vehicle navigates underwater, the head cavitator 16 generates a low-pressure area, and part of the high-temperature combustion gas in the engine 6 flows out from the side wall connecting pipe 7 through the bleed air pipeline 1 to the external flow field of the head of the supercavitating vehicle, and the low-pressure area cooperates with the high-temperature combustion gas flowing out to the external flow field to form a ventilation cavity covering the entire supercavitating vehicle; water enters the water inlet channel 17 located in the head cavitator 16, and the water passes through the bleed air pipeline channel 18, the transition channel 19, the engine main body channel 20 and the tail nozzle channel 21 in turn, and finally flows out from the tail nozzle channel 21, and the head cavitator 16, the bleed air pipeline 1, the main body of the engine 6 and the tail nozzle 12 of the engine 6 are cooled by water in turn.

[0051] The present invention also provides a supercavitation vehicle, comprising the above cooling structure.

[0052] The present invention also provides a thrust increasing structure, Figure 1 -Attached Fig.17 , Attachment Fig. 20 , used to increase the thrust of the supercavitation vehicle. At this time, the cavitation generating structure, the cooling structure and the vector control structure are not limited. In this embodiment, the supercavitation vehicle includes an engine 6, which is a solid propellant engine. Compared with the water ramjet engine currently used in supercavitation vehicles, the technology is more mature, the use is more stable and reliable, the maintenance frequency is less, and no water is required as a power medium. The tail nozzle 12 of the engine 6 includes a throat 1202 and a diffuser 1203 arranged in sequence. Preferably, in the throat A convergent section 1201 is also provided upstream of the channel 1202; the thrust-increasing structure includes a water inlet channel 17 provided at the head of the supercavitating vehicle, a tail nozzle channel 21 provided on the outer wall of the tail nozzle 12, and a connecting channel connecting the water inlet channel 17 and the tail nozzle channel 21, the end of the tail nozzle channel 21 is led out from the wall surface of the diffuser section 1203, wherein the connecting channel is used to connect the water inlet channel 17 and the tail nozzle channel 21, therefore, the specific structure of the connecting channel is not limited, and the end of the tail nozzle channel 21 is not limited either, refer to the attached Fig. 20 The end of the tail nozzle channel 21 may be a ring structure, see the attached Figure 1 -Attached Fig.17 The end of the tail nozzle channel 21 may also adopt a structure of several sub-channels 14.

[0053] The thrust-increasing structure uses the dynamic pressure generated when the supercavitating vehicle moves to achieve water intake. Specifically, the water intake channel 17 takes in water at the front end of the supercavitating vehicle (also the front end of the cavitation), and finally the water is led out from the wall of the diffuser section 1203 after passing through the connecting channel. At this time, the water entering the diffuser section 1203 is mixed with the high-temperature gas generated by the combustion of the medicine column 15 in the engine 6, and part or all of the water evaporates into water vapor. The mixed gas composed of the high-temperature gas, water vapor and the remaining water replaces the original single high-temperature gas to provide thrust for the supercavitating vehicle, thereby increasing the thrust of the supercavitating vehicle. Specifically, when the water entering the tail nozzle 12 contacts the high-temperature gas, the water is heated and evaporated to form water vapor. The water vapor increases the working medium of the engine to do work, and the water vapor and the high-temperature gas form a mixed gas. The temperature of the mixed gas is lower than that of the single high-temperature gas, and the density is much greater than that of the single high-temperature gas, which is equivalent to the increase in the energy quality of the working gas. Part of the energy that was originally discharged directly from the tail nozzle 12 with the single high-temperature gas is converted into the internal energy of the mixed gas to participate in the engine 6 to do work and provide thrust, thereby enhancing the energy utilization efficiency of the engine.

[0054] In one embodiment, the tail nozzle channel 21 includes a parallel section 2101 and a bent section 2102 arranged in sequence along the direction from the connecting channel to the diffuser section 1203, and the bent section 2102 is led out from the wall surface of the diffuser section 1203 at an angle to the axis of the tail nozzle 12. In this embodiment, by providing the bent section 2102, water and water vapor can be inclined to enter the diffuser section 1203 in the direction of flame injection, which can reduce the impact of the flame in the diffuser section 1203 on the water intake, and ensure that there is still enough water intake to achieve cooling and thrust vector control under variable speed conditions.

[0055] In one embodiment, the angle between the axis of the bending section 2102 and the axis of the tail nozzle 12 is 65°-75°, which ensures smooth flow while reducing flow resistance. Preferably, the angle between the axis of the bending section 2102 and the axis of the tail nozzle 12 is 68°.

[0056] In one of the embodiments, the outlet of the bending section 2102 is located at 1 / 3 of the diffusion section 1203 close to the throat 1202, which can ensure the thrust-increasing effect of water and water vapor and the thrust vector control capability, while preventing water from being too close to the throat 1202 and affecting the acceleration effect of the high-temperature combustion gas.

[0057] In one embodiment, the tail nozzle channel 21 includes a plurality of sub-channels 14 arranged in a circular array with the axis of the tail nozzle 12, and the bending section 2102 is arranged at the end of the sub-channel 14. In this embodiment, refer to the attached Figure 1 and attached Figure 6 The tail nozzle channel 21 can be entirely divided into sub-channels 14, that is, after the engine main body channel 20 extends backward, it can be directly separated into a plurality of sub-channels 14, see the attached Fig.13 -Attached Fig.15The tail nozzle channel 21 may also include an annular channel and a plurality of sub-channels 14. In this case, the annular channel covers the outer wall of the tail nozzle 12, so as to cool the outer wall of the tail nozzle 12. The downstream of the annular channel is separated into a plurality of sub-channels 14. A main control valve 11 is provided on each sub-channel 14. The main control valve 11 preferably adopts a solenoid valve. The main control valve 11 controls the on-off and / or channel area of ​​the sub-channel 14, controls the water flow of the plurality of sub-channels 14 into the diffuser 1203, and controls the water flow of the plurality of sub-channels 14 into the diffuser 1203. The water intake of each sub-channel 14 controls the tail flame angle of the diffuser 1203, generates a control torque for the supercavitating vehicle, and realizes the thrust vector control of the supercavitating vehicle. That is, when the water intake of several sub-channels 14 is completely consistent, the supercavitating vehicle sails in a straight line, and when the water intake of one or more sub-channels 14 is inconsistent with the water intake of other symmetrical sub-channels 14, the water intake of multiple sub-channels 14 causes the tail flame of the diffuser 1203 to deflect, realizing the deflection navigation of the supercavitating vehicle. At this time, the tail nozzle channel 21 and the main control valve 11 can realize the direction control of the supercavitating vehicle. For direction control, when all the water entering the diffuser 1203 is water vapor, the water of the same mass entering the water intake channel 17 causes the flow field structure in the diffuser 1203 to deform more, and the control torque generated is larger and more stable, making it easier to realize stable thrust vector control.

[0058] In one of the embodiments, the connecting channel is partially or completely arranged on the outer wall of the main body of the engine 6, so that the connecting channel can perform heat exchange with the outer wall of the main body of the engine 6. On the one hand, the thermal protection requirements of the outer wall of the main body of the engine 6 can be reduced, and on the other hand, the water can be heated up during the heat exchange process or even converted into water vapor, thereby improving the thrust increase effect.

[0059] In one of the embodiments, the thrust-increasing structure further includes a front section shell 2, a middle connecting section 3 and an air bleed line 1; the engine 6, the middle connecting section 3 and the front section shell 2 are arranged in sequence, the air bleed line 1 is led out from the main body of the engine 6, passes through the middle connecting section 3 to the front section of the front section shell 2, and a side wall connecting pipe 7 penetrating the side wall of the front section shell 2 is arranged at the end of the air bleed line 1, that is, part of the high-temperature combustion gas led out from the head side wall of the front section shell 2 is finally led out from the head side wall of the front section shell 2 through the side wall connecting pipe 7, and enters the head external fluid domain of the supercavitating vehicle, and a head cavitator 16 is arranged at the front of the front section shell 2, and the head cavitator 16 is used to generate a low-pressure area around the head of the supercavitating vehicle. At this time, the head cavitator 16 is combined with the head cavitator 16 to form a low-pressure area around the head of the supercavitating vehicle. The high-temperature combustion gas that enters the fluid domain outside the head of the supercavitating vehicle causes the high-temperature combustion gas to accumulate and form a ventilation cavity that covers the entire supercavitating vehicle, so that the surface of the supercavitating vehicle is isolated from water during navigation, which significantly reduces the surface friction resistance of the supercavitating vehicle (the surface friction resistance of a streamlined vehicle usually accounts for about 70% of the total resistance), and can obtain a huge speed gain, ultimately achieving high-speed and long-range navigation; the water inlet channel 17 is arranged on the head cavitator 16, and the connecting channel includes an air bleed pipe channel 18, a transition channel 19, and an engine main body channel 20 covered on the outer wall of the main body of the engine 6, which are connected in sequence from the water inlet channel 17 to the tail nozzle channel 21. In this embodiment, the water inlet channel 17 can exchange heat with the head cavitator 16, the connecting channel can exchange heat with the air bleed pipe 1 and the outer wall of the main body of the engine 6 in turn, and the tail nozzle channel 21 can exchange heat with the tail nozzle 12, thereby improving the utilization rate of water and realizing thermal protection of the supercavitating vehicle. At the same time, the water will heat up after heat exchange and even be converted into water vapor, which can further improve the thrust increase effect. Under ideal conditions, when the connecting passages are the bleed air pipeline passage 18, the transition passage 19, and the engine main body passage 20 which are arranged in sequence, water absorbs heat and evaporates after passing through the bleed air pipeline passage 18, the transition passage 19, the engine main body passage 20, and the tail nozzle passage 21, and is pure water vapor when flowing out from the outlet of the branch passage 14. The completely vaporized water vapor is mixed with the high-temperature combustion gas, and there is no residual water in the mixed gas. At this time, the temperature and thrust of the mixed gas will not be reduced, the energy utilization efficiency of the engine 6 is the highest, and the thrust increase effect is the best. At this time, the bleed air pipeline passage 18, the transition passage 19, the engine main body passage 20, and the tail nozzle passage 21 are not only used to cool the heat-generating components of the supercavitating vehicle, but also used to convert water into water vapor, thereby providing the best thrust increase effect; In one embodiment, the thrust-increasing structure further includes a rear section housing 4 and a tail section housing 10, the main body of the engine 6 is arranged in the rear section housing 4, and the tail nozzle 12 of the engine 6 is arranged in the tail section housing 10; the inner wall of the rear section housing 4 and the outer wall of the main body of the engine 6 are spaced to form an engine main body channel 20, and the inner wall of the tail section housing 10 and the outer wall of the tail nozzle 12 are spaced to form a tail nozzle channel 21. In this embodiment, there is no need to open too many channels on the existing engine 6, which can reduce the degree of improvement of the engine 6. The middle connecting section 3 is used to connect the front section housing 2 and the rear section housing 4, and the middle connecting section 3 is provided with a water hole 301 and an air bleed hole 302. The water hole 301 is used to achieve the connection between the transition channel 19 and the engine main body channel 20, and the air bleed hole 302 is used to allow the air bleed pipeline 1 to enter the front section housing 2. At this time, the inner expansion plate 9 and the outer expansion plate 8 are both connected to the air bleed hole 302 on the middle connecting section 3.

[0060] The present invention also provides a thrust increasing method, which uses the above-mentioned thrust increasing structure and includes the following steps: a supercavitating vehicle navigates underwater, water enters the water inlet channel 17 located at the front end of the supercavitating vehicle, and the water flows into the tail nozzle 12 after passing through the connecting channel and the tail nozzle channel 21; the water entering the tail nozzle 12 is mixed with the high-temperature combustion gas generated by the combustion of the grain 15 in the engine 6, and part or all of the water evaporates into water vapor, and the mixed gas composed of the high-temperature combustion gas, water vapor and remaining water replaces the original single high-temperature combustion gas to do work to provide thrust for the supercavitating vehicle, thereby increasing the thrust of the supercavitating vehicle.

[0061] The present invention also provides a supercavitation vehicle, comprising the above-mentioned thrust-increasing structure.

[0062] A thrust vector control structure, see Appendix Figure 1 -Attached Fig.17, used for heading control of the supercavitating vehicle. This thrust vector control structure is mainly aimed at the heading control of the supercavitating vehicle. The cooling structure and the model of the engine 6 are not limited. In this embodiment, the supercavitating vehicle includes an engine 6, and the tail nozzle 12 of the engine 6 includes a throat 1202 and a diffuser section 1203 arranged in sequence. Preferably, a convergent section 1201 is also arranged upstream of the throat 1202; the thrust vector control structure includes a water inlet channel 17 arranged at the head of the supercavitating vehicle, a tail nozzle channel 21 arranged on the outer wall of the tail nozzle 12, and a connecting channel connecting the water inlet channel 17 and the tail nozzle channel 21, wherein the connecting channel is used to connect the water inlet channel 17 and the tail nozzle channel 21, therefore, the specific structure of the connecting channel is not limited. As defined above, the tail nozzle channel 21 includes a plurality of sub-channels 14 arranged in a circular array with the axis of the tail nozzle 12, and the ends of the plurality of sub-channels 14 are led out from the wall of the diffuser 1203, that is, the outlet of the sub-channel 14 is arranged on the side wall of the diffuser 1203. At this time, the water entering the tail nozzle 12 is mixed with the high-temperature combustion gas generated by the combustion of the medicine column 15 in the engine 6, and part or all of the water evaporates into water vapor. The mixed gas composed of the high-temperature combustion gas, water vapor and the remaining water replaces the original single high-temperature combustion gas to provide thrust for the supercavitation vehicle, thereby increasing the thrust of the supercavitation vehicle. A main control valve 11 is provided on each sub-channel 14, and the main control valve 11 is preferably an electromagnetic valve. The main control valve 11 controls the on-off of the sub-channel 14 and / or the channel area. The water flow rate of several sub-channels 14 flowing into the diffuser 1203 is controlled, and the water intake of several sub-channels 14 controls the tail flame angle of the diffuser 1203, generates a control torque for the supercavitating vehicle, and realizes the thrust vector control of the supercavitating vehicle, that is, when the water intake of several sub-channels 14 is completely consistent (including all the main control valves 11 are closed, and the water intake of several sub-channels 14 is zero), the supercavitating vehicle sails in a straight line, and when the water intake of one or more sub-channels 14 is inconsistent with the water intake of other symmetrical sub-channels 14, the water intake of multiple sub-channels 14 causes the tail flame of the diffuser 1203 to deflect, and the deflection navigation of the supercavitating vehicle is realized. At this time, the sub-channels 14 and the main control valve 11 can realize the direction control of the supercavitating vehicle.

[0063] The thrust vector control structure provided by the present invention utilizes the dynamic pressure generated when the supercavitation vehicle moves to realize water intake. The water intake realizes thrust vector control under the control of the branch channel 14 and the main control valve 11, and can also increase the thrust on the basis of the thrust vector control. It solves the problems of the traditional supercavitation vehicle using rudder control as the underwater control method of high-speed vehicles, such as the complex structure, the rudder causing cavitation stability and unstable control torque, and improves the control efficiency and maneuverability of the supercavitation vehicle. Compared with the heading control structure of the comparative scheme, this method will not affect the external cavitation of the supercavitation vehicle at all, and will not be affected by the reverse thrust of the cavitation comparison vehicle. At the same time, the water passing through the main control valve 11 is simultaneously increased in thrust and thrust vector control, which has a higher utilization rate than the comparative scheme that is only used for heading control, and can further improve the thrust of the supercavitation vehicle and the energy utilization efficiency of the engine.

[0064] In one embodiment, 6 to 10 sub-channels 14 are provided. The more sub-channels 14 are provided, the more precise the directional control can be achieved, but the number of corresponding main control valves 11 is also greater. Preferably, 8 sub-channels 14 are provided to ensure the directional control accuracy while avoiding an excessive number of main control valves 11.

[0065] In one embodiment, the branch channel 14 includes a parallel section 2101 and a bent section 2102 arranged in sequence along the direction from the connecting channel to the diffuser section 1203. The bent section 2102 is led out from the wall of the diffuser section 1203 at an angle to the axis of the tail nozzle 12. Specifically, the tail nozzle channel 21 can be entirely branch channels 14, that is, it can be directly separated into several branch channels 14 after the engine main channel 20 extends backward. The tail nozzle channel 21 can also include an annular channel and several branch channels 14. At this time, the annular channel is coated on the outer wall of the tail nozzle 12, which can provide cooling and heat exchange for the tail nozzle 12. The downstream of the annular channel is separated into several branch channels 14, and the ends of the several branch channels 14 are led out from the wall of the diffuser section 1203. In this embodiment, when the tail nozzle channel 21 is entirely composed of sub-channels 14, the sub-channels 14 include a parallel section 2101 and a bent section 2102, and when the tail nozzle channel 21 includes an annular channel and a plurality of sub-channels 14, the bent section 2102 is provided at the end of the sub-channel 14, and the upstream sections of the annular channel and the sub-channel 14 are both parallel sections 2101. In this embodiment, by providing the bent section 2102, water and water vapor can be inclined toward the flame injection direction to enter the diffusion section 1203, which can reduce the impact of the flame in the diffusion section 1203 on the water intake, and ensure that there is still enough water intake to achieve cooling and thrust vector control under variable speed conditions.

[0066] In one embodiment, the angle between the axis of the bending section 2102 and the axis of the tail nozzle 12 is 65°-75°, which ensures smooth flow while reducing flow resistance. Preferably, the angle between the axis of the bending section 2102 and the axis of the tail nozzle 12 is 68°.

[0067] In one of the embodiments, the outlet of the bending section 2102 is located at 1 / 3 of the diffusion section 1203 close to the throat 1202, which can ensure the thrust-increasing effect of water and water vapor and the thrust vector control capability, while preventing water from being too close to the throat 1202 and affecting the acceleration effect of the high-temperature combustion gas.

[0068] In one of the embodiments, the connecting channel is partially or completely arranged on the outer wall of the main body of the engine 6, so that the connecting channel can perform heat exchange with the outer wall of the main body of the engine 6. On the one hand, the thermal protection requirements of the outer wall of the main body of the engine 6 can be reduced, and on the other hand, the water can be heated up during the heat exchange process or even converted into water vapor, thereby improving the thrust increase effect.

[0069] In one of the embodiments, the thrust vector control structure further includes a front section shell 2, a middle connecting section 3 and an air bleed line 1; the engine 6, the middle connecting section 3 and the front section shell 2 are arranged in sequence, the air bleed line 1 is led out from the main body of the engine 6, passes through the middle connecting section 3 to the front section of the front section shell 2, and the end of the air bleed line 1 is provided with a side wall connecting pipe 7 that penetrates the side wall of the front section shell 2, that is, part of the high-temperature combustion gas led out from the air bleed line 1 is finally led out from the head side wall of the front section shell 2 through the side wall connecting pipe 7 and enters the head external fluid domain of the supercavitating vehicle, and a head cavitator 16 is arranged at the front of the front section shell 2, and the head cavitator 16 is used to generate a low pressure area around the head of the supercavitating vehicle. The high-temperature combustion gas enters into the external fluid domain of the head of the supercavitating vehicle, causing the high-temperature combustion gas to accumulate and form a ventilation cavity covering the entire supercavitating vehicle, so that the surface of the supercavitating vehicle is isolated from water during navigation, and the surface friction resistance of the supercavitating vehicle is significantly reduced (the surface friction resistance of a streamlined vehicle usually accounts for about 70% of the total resistance), which can obtain a great speed gain and ultimately achieve high-speed and long-range navigation; the water inlet channel 17 is arranged on the head cavitator 16, and the connecting channel includes an air bleed pipe channel 18, a transition channel 19 and an engine main body channel 20 covered on the outer wall of the main body of the engine 6, which are connected in sequence from the water inlet channel 17 to the tail nozzle channel 21. In this embodiment, the water inlet channel 17 can exchange heat with the head cavitator 16, the connecting channel can exchange heat with the air bleed pipe 1 and the outer wall of the main body of the engine 6 in turn, and the tail nozzle channel 21 can exchange heat with the tail nozzle 12, thereby improving the utilization rate of water and realizing thermal protection of the supercavitating vehicle. At the same time, the water will heat up after heat exchange and even be converted into water vapor, which can further improve the thrust increase effect. Under ideal conditions, when the connecting passages are the bleed air duct passage 18, the transition passage 19, and the engine main body passage 20 which are arranged in sequence, water absorbs heat and evaporates after passing through the bleed air duct passage 18, the transition passage 19, the engine main body passage 20, and the tail nozzle passage 21, and is pure water vapor when flowing out from the outlet of the branch passage 14. The completely vaporized water vapor is mixed with the high-temperature combustion gas, and there is no residual water in the mixed gas. At this time, the temperature and thrust of the mixed gas will not be reduced, and the energy utilization efficiency of the engine 6 is the highest, and the thrust increase effect is the best. At this time, the bleed air duct passage 18, the transition passage 19, the engine main body passage 20, and the tail nozzle passage 21 are not only used to cool the heat-generating components of the supercavitating vehicle, but also used to convert water into water vapor, thereby providing the best thrust increase effect. For directional control, when all the water vapor is inside when entering the diffuser section 1203, the water of the same mass entering the water inlet passage 17 causes the flow field structure in the diffuser section 1203 to be more deformed, and the control torque generated is larger and more stable, and it is easier to achieve stable thrust vector control.

[0070] In one embodiment, the thrust vector control structure further includes a rear section housing 4 and a tail section housing 10, the main body of the engine 6 is arranged in the rear section housing 4, and the tail nozzle 12 of the engine 6 is arranged in the tail section housing 10; the inner wall of the rear section housing 4 and the outer wall of the main body of the engine 6 are spaced to form an engine main body channel 20, and the inner wall of the tail section housing 10 and the outer wall of the tail nozzle 12 are spaced to form a tail nozzle channel 21. In this embodiment, there is no need to open too many channels on the existing engine 6, which can reduce the degree of improvement of the engine 6. The middle connecting section 3 is used to connect the front section housing 2 and the rear section housing 4, and the middle connecting section 3 is provided with a water hole 301 and an air bleed hole 302. The water hole 301 is used to realize the connection between the transition channel 19 and the engine main body channel 20, and the air bleed hole 302 is used to allow the air bleed pipeline 1 to enter the front section housing 2. At this time, the inner expansion plate 9 and the outer expansion plate 8 are both connected to the air bleed hole 302 on the middle connecting section 3. Preferably, the parallel section 2101 is formed by the interval between the inner wall of the tail section shell 10 and the outer wall of the tail nozzle 12, and the side wall of the tail nozzle 12 only needs to be provided with a plurality of bending sections 2102. At this time, the improvement of the engine 6 of the entire supercavitation vehicle is only to provide a plurality of bending sections 2102 on the side wall of the tail nozzle 12, and the improvement of the conventional engine 6 is very small. In this embodiment, by providing the bending section 2102, water and water vapor can be inclined to enter the diffusion section 1203 toward the flame injection direction, which can reduce the influence of the flame in the diffusion section 1203 on the water inlet, and ensure that there is still enough water inlet to achieve cooling and thrust vector control under variable speed conditions.

[0071] The present invention also provides a thrust vector control method, which uses the above-mentioned thrust vector control structure and includes the following steps: a supercavitating vehicle sails underwater, and water enters the water inlet channel 17 located at the front end of the supercavitating vehicle, and the water flows into the tail nozzle 12 after passing through the connecting channel and thrust vector control; the on-off and / or channel area of ​​several main control valves 11 are controlled, and the water flow rate of several branch channels 14 flowing into the diffusion section 1203 is controlled, and the water flow rate of several branch channels 14 controls the tail flame angle of the diffusion section 1203, thereby generating a control torque for the supercavitating vehicle and realizing thrust vector control.

[0072] The present invention also provides a supercavitation vehicle, comprising the above-mentioned thrust vector control structure.

[0073] The above is only an embodiment and does not limit the present invention in any way. Any person skilled in the art can use the above disclosed technical contents to make many possible changes, modifications or modifications to the technical solutions of the present invention into equivalent embodiments of equivalent changes without departing from the scope of the technical solutions of the present invention. Therefore, any simple modification, equivalent changes and modifications made to the above embodiments according to the technical essence of the present invention without departing from the content of the technical solutions of the present invention shall fall within the scope of protection of the technical solutions of the present invention.

Claims

1. A supercavitation vehicle, characterized in that: It comprises an engine (6) and a front section housing (2) which are arranged in sequence, wherein the front end of the main body of the engine (6) is provided with an air bleed pipe (1) which penetrates to the front end of the front section housing (2), the end of the air bleed pipe (1) is provided with a side wall connecting pipe (7) which penetrates the side wall of the front section housing (2), and the front part of the front section housing (2) is provided with a head cavitator (16); The engine (6) is a solid propellant engine, and the tail nozzle (12) of the engine (6) comprises a throat (1202) and a diffuser section (1203) which are arranged in sequence; It also includes a water inlet channel (17) disposed on the head cavitator (16), an air bleed channel channel (18) coated on the outer wall of the air bleed channel (1), a transition channel (19), an engine main body channel (20) coated on the outer wall of the main body of the engine (6), and a tail nozzle channel (21) coated on the outer wall of the tail nozzle (12), which are sequentially connected; The tail nozzle channel (21) comprises a plurality of sub-channels (14) arranged in a circular array along the axis of the tail nozzle (12), the ends of the plurality of sub-channels (14) being led out from the wall surface of the diffuser section (1203), and each of the sub-channels (14) being provided with a main control valve (11), the main control valve (11) controlling the on / off state and / or channel area of ​​the sub-channel (14).

2. The supercavitating vehicle according to claim 1, characterized in that: The transition channel (19) is a funnel-shaped expansion structure.

3. The supercavitating vehicle according to claim 2, characterized in that: The angle between the wall surface of the transition channel (19) and the axis of the air bleed pipeline (1) is 40°-50°.

4. The supercavitating vehicle according to claim 1, characterized in that: The water inlet channel (17) is located upstream of the side wall connecting pipe (7).

5. The supercavitating vehicle according to claim 1, characterized in that: The head cavitator (16) comprises a cylinder (1601) and an outer convex ring plate (1602) arranged on the outside of the front end of the cylinder (1601); the cylinder (1601) is hollow inside to form the water inlet channel (17).

6. The supercavitating vehicle according to any one of claims 1 to 5, characterized in that: The tail nozzle channel (21) comprises a parallel section (2101) and a bent section (2102) arranged in sequence along the direction from the air bleed channel (18) to the diffuser section (1203); the bent section (2102) is led out from the wall surface of the diffuser section (1203) at an angle to the axis of the tail nozzle (12).

7. The supercavitating vehicle according to claim 6, characterized in that: The angle between the axis of the bending section (2102) and the axis of the tail nozzle (12) is 65°-75°.

8. The supercavitating vehicle according to claim 7, characterized in that: The outlet of the bending section (2102) is located at 1 / 3 of the direction of the diffusion section (1203) close to the throat (1202).

9. The supercavitating vehicle according to any one of claims 1 to 5, characterized in that: The number of the branch channels (14) is 6 to 10.

10. A supercavitation vehicle navigation method, characterized in that: Using the supercavitation vehicle according to any one of claims 1 to 9 comprises the following steps: The engine (6) drives the supercavitating vehicle to navigate underwater; The head cavitator (16) generates a low-pressure area, and part of the high-temperature combustion gas in the engine (6) flows out from the side wall connecting pipe (7) through the bleed air pipeline (1) to the external flow area of ​​the supercavitating vehicle. The low-pressure area and the high-temperature combustion gas flowing out to the external flow area cooperate to form a ventilation cavity that covers the entire supercavitating vehicle; Water enters the water inlet channel (17) of the head cavitator (16), and the water sequentially passes through the air duct channel (18), the transition channel (19), the engine body channel (20), and the tail nozzle channel (21), and finally flows out from the diffuser section (1203); During the flow of water, the head cavitator (16), the air bleed pipe (1), the main body of the engine (6), and the tail nozzle (12) of the engine (6) are sequentially cooled by water; The water entering the tail nozzle (12) is mixed with the high-temperature combustion gas generated by the combustion of the powder column (15) in the engine (6), and part or all of the water is evaporated into water vapor. The mixed gas composed of the high-temperature combustion gas, water vapor and remaining water replaces the original single high-temperature combustion gas to do work to provide thrust for the aircraft, thereby increasing the thrust of the aircraft; The on / off state and / or channel area of ​​the plurality of sub-channels (14) are controlled by a plurality of main control valves (11), thereby controlling the water flow rate of the plurality of sub-channels (14) flowing into the diffusion section (1203). The water intake of the plurality of sub-channels (14) controls the tail flame angle of the diffusion section (1203), thereby generating a control torque for the supercavitating vehicle, thereby realizing thrust vector control of the supercavitating vehicle.

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