Three-dimensional wave system structure configuration method of aircraft forebody and aircraft forebody

Abstract

The invention relates to a three-dimensional wave system structure configuration method for an aircraft forebody and the aircraft forebody, and the three-dimensional wave system structure configuration method comprises the steps: constructing a three-dimensional wave system structure for the aircraft forebody, and obtaining the wave system flow characteristics of the three-dimensional wave system structure; setting a design point, a design condition and a design target for optimizing the three-dimensional wave system structure; setting a correction factor for establishing an equivalent relationship between the three-dimensional shock wave and the two-dimensional shock wave; based on the design point, the design condition and the design target, designing each level of shock wave system by using a two-dimensional non-stick optimal wave system configuration method, and obtaining an equivalent two-dimensional shock wave gas turning angle of each level of shock wave system; and according to the equivalent two-dimensional shock wave gas turning angle and the correction factor, obtaining an airflow turning angle on a symmetric plane of each level of shock wave system, and then reconstructing a complete three-dimensional viscous space shock wave surface according to wave system flow characteristics to complete configuration of the aircraft forebody three-dimensional wave system structure. The compression efficiency can be improved, the total pressure loss is reduced, and the design point can cover any attack angle.

Description

Technical Field

[0001] The present invention relates to the field of aerospace, and particularly to a three-dimensional wave system structure configuration method for an aircraft forebody and an aircraft forebody. Background Technique

[0002] The intake system is a key component of a supersonic aircraft. Its function is to capture a sufficient amount of high-quality air inflow for the normal combustion of the engine. During the air capture process, the intake system needs to use various shock wave systems to decelerate and pressurize the free stream. Therefore, how to reasonably configure these shock wave systems to improve the compression efficiency while reducing the total pressure loss has always been a design problem for high-speed intakes.

[0003] Currently, research on the wave system configuration of high-speed aircraft intake systems is relatively common. Specifically, most traditional high-speed intake wave configuration theories are based on two-dimensional flow. By designing the multi-stage wedge plate deflection angle or compression surface shape of a two-dimensional forebody, the optimal wave system configuration can be achieved. For multi-stage wedge plate compression, there are two common wave system configuration methods, namely equal shock wave intensity configuration and equal shock wave angle configuration. Using these two wave configuration methods in intake design can reduce flow losses to a certain extent (for example: Jin Zhiguang, Zhang Kunyuan, Performance comparison of typical two-dimensional hypersonic intakes and sidewall compression intakes, Journal of Aerospace Power; Li Ming, Song Wenyan, He Wei, Research on the design method of hypersonic two-dimensional mixed compression forebody / intake, Journal of Aerospace Power). Using surface compression, zero flow loss can be achieved under inviscid ideal conditions, but the viscous friction loss share of high-speed intakes is very large and cannot be ignored in design. (For example: Nan Xiangjun, Zhang Hao, Design of a supersonic variable geometry axisymmetric intake with zero additional drag, Journal of Aerospace Power; Pan Jin, Research on the surface compression system under supersonic / hypersonic non-uniform inflow, Nanjing University of Aeronautics and Astronautics).

[0004] Currently, in the aircraft cases with traditional wave system configuration theories, the intakes are all two-dimensional intakes. Among them, the compression of the gas by the front fuselage is achieved by two-stage planar compression. However, this traditional wave configuration scheme based on two-dimensional flow cannot achieve the optimal. For a truly practical high-speed aircraft, when cruising at the design point, in order to balance lift and weight, it must be in a non-zero angle of attack attitude. Therefore, the wave configuration theory needs to consider the angle of attack factor. For traditional wave configuration theories, the angle of attack parameter is not involved.

[0005] In summary, the traditional wave configuration theory has great limitations and new wave system configuration methods need to be developed.

[0006] The wave - matching theory is an important basis for inlet design. However, the traditional wave - matching theory has the following deficiencies: First, the traditional wave - matching theory is based on two - dimensional flow and cannot be fully applied to real aircraft with three - dimensional characteristics. Second, the angle - of - attack factor is not considered in the traditional wave - system configuration process. When the aircraft is in cruise, the angle - of - attack attitude is generally not 0°, and the influence of the angle of attack needs to be considered. Third, most of the traditional wave - matching theories are based on the inviscid assumption. However, in reality, the viscous loss accounts for a large proportion and cannot be ignored.

[0007] In summary, it is urgent to develop an advanced three - dimensional wave - system configuration scheme for the forebody / inlet. Summary of the Invention

[0008] The technical problem to be solved by the present invention is to provide a method for configuring a three - dimensional wave - system structure of an aircraft forebody and an aircraft forebody.

[0009] To achieve the above - mentioned invention purpose, the present invention provides a method for configuring a three - dimensional wave - system structure of an aircraft forebody, including: S1. Construct a three - dimensional wave - system structure for the aircraft forebody and obtain its wave - system flow characteristics. Among them, the three - dimensional wave - system structure includes: a forebody pre - compression shock - wave system for causing the airflow direction to turn and at least one compression - enhancement shock - wave system. The forebody pre - compression shock - wave system and the compression - enhancement shock - wave system are arranged in sequence along the head - to - tail direction of the aircraft forebody. The wave - system flow characteristics include: the forebody pre - compression shock - wave system flow characteristics dominated by the forebody pre - compression profile and the compression - enhancement shock - wave system flow characteristics dominated by the compression - enhancement profile; S2. Set design points, design conditions, and design goals for optimizing the three - dimensional wave - system structure; S3. Set a correction factor for establishing the equivalent relationship between three - dimensional shock waves and two - dimensional shock waves; S4. Based on the design points, design conditions, and design goals, use the two - dimensional inviscid optimal wave - system configuration method to design each level of the shock - wave system, and obtain the equivalent two - dimensional shock - wave gas deflection angle of each level of the shock - wave system ; S5. According to the equivalent two - dimensional shock - wave gas deflection angle , the correction factor, obtain the airflow deflection angle on the symmetry plane of each level of the shock - wave system, and then reconstruct a complete three - dimensional viscous space shock - wave surface according to the wave - system flow characteristics to complete the configuration of the three - dimensional wave - system structure of the aircraft forebody.

[0010] According to one aspect of the present invention, the forebody pre - compression shock - wave system and the compression - enhancement shock - wave system are arranged in sequence along the head - to - tail direction of the aircraft forebody. Among them, all shock - wave systems are of the three - dimensional oblique - shock type, and there is an angle between adjacent shock - wave systems.

[0011] According to one aspect of the present invention, the precursor pre-compression shock wave system consists of a three-dimensional shock wave and multiple three-dimensional compression waves / three-dimensional expansion waves; The compression enhancement shock wave system consists of a three-dimensional shock wave and multiple three-dimensional compression waves / three-dimensional expansion waves.

[0012] According to one aspect of the present invention, the flow characteristics of the precursor pre-compression shock wave system include: the geometric shape of the precursor pre-compression shock wave surface and the size parameters of the precursor pre-compression shock wave surface; The flow characteristics of the compression enhancement shock wave system include: the geometric shape of the compression enhancement shock wave surface and the size parameters of the compression enhancement shock wave surface.

[0013] According to one aspect of the present invention, in step S2, in the step of setting the design points, design conditions, and design objectives for optimizing the three-dimensional wave system structure, the design points include: the incoming flow Mach number and the flight angle of attack; The design conditions include: the set number of the compression enhancement shock wave systems and the total deflection angle of the airflow direction under the action of the three-dimensional wave system structure; The design objective is: on the premise of meeting the design points and the design conditions, the total pressure recovery coefficient of the outlet gas of the aircraft forebody is maximized, where the outlet gas is the gas compressed by the last-stage compression enhancement shock wave system.

[0014] According to one aspect of the present invention, in step S3, in the step of setting the correction factors for establishing the equivalent relationship between the three-dimensional shock wave and the two-dimensional shock wave, the correction factors include the three-dimensional shock wave correction factor and the viscous correction factor; The equivalent relationship between the three-dimensional shock wave and the two-dimensional shock wave is expressed as: ; where δ is the gas deflection angle of the three-dimensional shock wave on the symmetry plane, which includes the gas deflection caused by the shock wave, compression wave, and expansion wave, is the equivalent two-dimensional shock wave gas deflection angle, k is the three-dimensional shock wave correction factor, and l is the viscous correction factor.

[0015] According to one aspect of the present invention, in step S4, in the step of designing each stage of the shock wave system by using the two-dimensional inviscid optimal wave system configuration method based on the design points, design conditions, and design objectives, the two-dimensional inviscid optimal wave system configuration method adopts the equal shock wave angle wave system configuration method or the equal shock wave intensity wave system configuration method.

[0016] To achieve the above-mentioned invention objective, the present invention provides an aircraft forebody, which is constructed based on the three-dimensional wave system structure configuration method of the aforementioned aircraft forebody, and includes: a forebody upper surface structure and a forebody lower surface structure; The upper forebody surface structure and the lower forebody surface structure are fixedly connected to each other; The three-dimensional wave system structure is arranged below the lower forebody surface structure; The three-dimensional wave system structure includes: a forebody pre-compression shock wave system for causing the airflow direction to turn and at least one compression enhancement shock wave system, and the forebody pre-compression shock wave system and the compression enhancement shock wave system are arranged in sequence along the head-to-tail direction of the aircraft forebody; The lower forebody surface structure includes: a forebody pre-compression surface for generating the forebody pre-compression shock wave system and at least one compression enhancement surface for generating the compression enhancement shock wave system; Along the head-to-tail direction of the aircraft forebody, the forebody pre-compression surface and at least one of the compression enhancement surfaces are connected in sequence; The forebody pre-compression shock wave surface of the forebody pre-compression shock wave system is an attached shock wave and / or a detached shock wave relative to the forebody pre-compression surface for generating the forebody pre-compression shock wave system; The compression enhancement shock wave surface of the compression enhancement shock wave system is an attached shock wave and / or a detached shock wave relative to the compression enhancement surface for generating the compression enhancement shock wave system.

[0017] According to one aspect of the present invention, through the three-dimensional wave system configuration method of the present invention, the compression efficiency can be improved, the total pressure loss can be reduced, and the design points can cover any angle of attack.

[0018] According to one aspect of the present invention, most of the traditional high-speed inlet wave matching theories are based on two-dimensional flow and do not consider viscous losses. The three-dimensional wave system structure configuration method of the present invention realizes the optimal wave system configuration in three-dimensional viscous space, effectively improving the total pressure recovery coefficient of the gas at the inlet outlet.

[0019] According to one aspect of the present invention, the traditional high-speed inlet wave matching theory does not consider the angle of attack. By using the three-dimensional wave system structure configuration method of the present invention, the design state at any angle of attack can be realized, effectively improving the applicability of the present invention.

[0020] According to one aspect of the present invention, the three-dimensional wave system structure configuration method of the present invention effectively solves the drawback that the traditional high-speed inlet wave matching theory is only applicable to two-dimensional flow characteristics, enables the present invention to fully realize the configuration of three-dimensional flow characteristics, greatly improves the applicability of the present invention, and enables the configured three-dimensional wave system structure to more precisely match the corresponding aircraft forebody, which is more beneficial to improving the flight performance of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a step block diagram of the three-dimensional wave system structure configuration method according to an embodiment of the present invention; Figure 2Flow chart of a three-dimensional wave system configuration method according to an embodiment of the present invention; Figure 3 Stereogram of the aircraft forebody and the three-dimensional wave system according to an embodiment of the present invention; Figure 4 Flow characteristic diagram of the three-dimensional wave system of the wave system configuration method according to an embodiment of the present invention; Figure 5 Schematic diagram showing that the wave system configuration method according to an embodiment of the present invention can achieve designable angle of attack for the aircraft forebody; Figure 6 Flow chart for generating a spatial shock wave surface by reconstructing a gas deflection angle, a three-dimensional shock wave correction factor, and a viscous correction factor in the wave system configuration method according to an embodiment of the present invention. Among them, (a) shows a schematic diagram of the gas deflection angle of the two-dimensional shock wave, (b) shows a schematic diagram of the gas deflection angle of the three-dimensional shock wave on the symmetry plane obtained based on the three-dimensional shock wave correction factor and the viscous correction factor, and (c) shows a schematic diagram of the reconstructed spatial shock wave surface. Detailed implementation mode

[0022] The present invention will be described in detail below in conjunction with the accompanying drawings and specific implementation modes. The implementation modes cannot be enumerated one by one here, but the implementation modes of the present invention are not limited to the following implementation modes.

[0023] Combined with Figure 1 And Figure 2 As shown, according to an embodiment of the present invention, a three-dimensional wave system configuration method for an aircraft forebody of the present invention includes: S1. Construct a three-dimensional wave system structure for the aircraft forebody and obtain its wave system flow characteristics. Among them, referring to Figure 3 And Figure 4 , the three-dimensional wave system structure includes: a forebody pre-compression shock wave system 12 for causing the airflow direction to deflect and at least one compression enhancement shock wave system 13. The forebody pre-compression shock wave system 12 and the compression enhancement shock wave system 13 are arranged in sequence along the head-to-tail direction of the aircraft forebody 11. The wave system flow characteristics include: the forebody pre-compression shock wave system flow characteristics dominated by the forebody pre-compression profile and the compression enhancement shock wave system flow characteristics dominated by the compression enhancement profile; S2. Set design points, design conditions, and design goals for optimizing the three-dimensional wave system structure; S3. Set correction factors for establishing the equivalent relationship between three-dimensional shock waves and two-dimensional shock waves; S4. Based on the design points, design conditions, and design goals, use the two-dimensional inviscid optimal wave system configuration method to design each level of shock wave system and obtain the equivalent two-dimensional shock wave deflection angle of each level of shock wave system ; S5. Obtain the airflow deflection angle on the symmetry plane of each shock wave system according to the equivalent two-dimensional shock wave deflection angle and the correction factor, and then reconstruct the complete three-dimensional viscous space shock wave surface according to the flow characteristics of the wave system to complete the configuration of the three-dimensional wave system structure of the aircraft forebody.

[0024] According to an embodiment of the present invention, in the three-dimensional wave system structure, the compression-enhanced shock wave system 13 can be set to one or multiple (such as two, three, etc.), and corresponding settings can be made according to needs. For example, referring to Figure 3 and Figure 4 As shown, in the three-dimensional wave system structure, the compression-enhanced shock wave system 13 is set to two, so as to complete the compression enhancement of both sides of the airflow and the corresponding turning of the flow direction under the action of the two compression-enhanced shock wave systems 13. Thus, the airflow flowing out after passing through the last compression-enhanced shock wave system 13 is a high-density flow gas with a certain deflection angle.

[0025] According to an embodiment of the present invention, the forebody pre-compression shock wave system 12 and the compression-enhanced shock wave system 13 are arranged in sequence along the head-to-tail direction of the aircraft forebody. Among them, all shock wave systems are of the three-dimensional oblique shock type, and there is an included angle between adjacent shock wave systems. Thus, it can be simply understood that adjacent shock wave systems are inclined relative to each other. Refer to Figure 3 and Figure 4 As shown.

[0026] According to an embodiment of the present invention, the forebody pre-compression shock wave system 12 is composed of a three-dimensional shock wave and multiple three-dimensional compression waves / three-dimensional expansion waves; correspondingly, the compression-enhanced shock wave system 13 is composed of a three-dimensional shock wave and multiple three-dimensional compression waves / three-dimensional expansion waves; among them, the three-dimensional shock wave, three-dimensional compression wave / three-dimensional expansion wave respectively exhibit corresponding three-dimensional characteristics. Refer to Figure 3 .

[0027] According to an embodiment of the present invention, the flow characteristics of the forebody pre-compression shock wave system include: the geometric shape of the forebody pre-compression shock wave surface and the size parameters of the forebody pre-compression shock wave surface; the flow characteristics of the compression-enhanced shock wave system include: the geometric shape of the compression-enhanced shock wave surface and the size parameters of the compression-enhanced shock wave surface.

[0028] According to an embodiment of the present invention, in step S2, in the step of setting the design points, design conditions and design goals for optimizing the three-dimensional wave system structure, the design points include: the incoming flow Mach number and the flight angle of attack; in this embodiment, the incoming flow Mach number can be set to any Mach number, and the flight angle of attack can be set to any angle of attack. Refer to Figure 5Furthermore, the design conditions include: the set number of the compression-enhanced shock wave system 13, and the total deflection angle of the airflow direction under the action of the three-dimensional wave system structure; in this embodiment, the set number of the compression-enhanced shock wave system 13 is 2, that is, the number of stages of the compression-enhanced shock wave system 13. In addition, the total deflection angle can be represented by the "nominal deflection angle", that is, the included angle between the airflow direction and the horizontal direction, or the oncoming flow direction, or the direction indicated by a certain geometric feature of the aircraft. Among them, the calculation of the flow direction can adopt methods such as mass-weighted average and momentum-weighted average. Furthermore, the design goal is: on the premise of meeting the design point and design conditions, the total pressure recovery coefficient of the outlet gas of the aircraft forebody 11 is the largest; where the outlet gas is the gas compressed by the last stage of the compression-enhanced shock wave system 13; the maximum total pressure recovery coefficient can be determined based on the maximum of the mass-weighted average value. In this embodiment, the total pressure recovery coefficient is a physical quantity. Since the outlet gas is three-dimensional and non-uniform, an average quantity needs to be given for determination, and the mass-weighted method is adopted for the averaging method, and thus the corresponding determination can be achieved.

[0029] According to an embodiment of the present invention, in step S3, in the step of setting the correction factor for establishing the equivalent relationship between the three-dimensional shock wave and the two-dimensional shock wave, the correction factor includes a three-dimensional shock wave correction factor and a viscous correction factor; correspondingly, the equivalent relationship between the three-dimensional shock wave and the two-dimensional shock wave is expressed as: ; where δ is the gas deflection angle of the three-dimensional shock wave on the symmetry plane, which includes the gas deflection brought by the shock wave, compression wave and expansion wave, is the equivalent two-dimensional shock wave gas deflection angle, k is the three-dimensional shock wave correction factor, and l is the viscous correction factor.

[0030] In this embodiment, the value of the three-dimensional shock wave correction factor is related to the profile characteristics (geometric shape, dimensional parameters) of each stage of the shock wave system, the oncoming flow Mach number, and the flight angle of attack. For an infinitely wide two-dimensional profile, the value of the three-dimensional shock wave correction factor is 1.

[0031] In this embodiment, the viscous correction factor is related to the length of each stage of the shock wave system, the oncoming flow Mach number, the Reynolds number, and the degree of compression, and its value is greater than 1.

[0032] In this embodiment, for the three-dimensional wave system structure of the present invention, the number of settings of the three-dimensional shock correction factor is consistent with the number of shock wave systems, and the number of settings of the viscous correction factor is consistent with the number of shock wave systems; correspondingly, the number of gas deflection angles on the symmetry plane formed in the three-dimensional wave system structure and the number of equivalent two-dimensional shock gas deflection angles are both consistent with the number of shock wave systems; among them, the set gas deflection angle is obtained by using the equal shock angle wave system configuration method or the equal shock intensity wave system configuration method, see step S4, while the equivalent two-dimensional shock gas deflection angle is obtained based on the equivalent relationship between the aforementioned three-dimensional shock and two-dimensional shock.

[0033] According to an embodiment of the present invention, in step S4, in the step of designing the shock wave systems of each stage by using the two-dimensional inviscid optimal wave system configuration method based on the design point, design conditions and design objectives, the two-dimensional inviscid optimal wave system configuration method adopts the equal shock angle wave system configuration method or the equal shock intensity wave system configuration method.

[0034] According to an embodiment of the present invention, in step S5, according to the equivalent two-dimensional shock deflection angle and correction factors, the airflow deflection angle on the symmetry plane of the shock wave systems of each stage is obtained, and then the complete three-dimensional viscous space shock wave surface is reconstructed according to the wave system flow characteristics to complete the configuration of the three-dimensional wave system structure of the aircraft forebody, and then the obtained three-dimensional wave system structure of the aircraft forebody is as Figure 6 shown. Thus, referring to Figure 6 , the present invention obtains a three-dimensional conical shock reconstruction surface diagram, for the conical shock, using the equivalent two-dimensional shock deflection angle , three-dimensional shock correction factors and viscous correction factors fully realize the reconstruction of the space shock wave surface.

[0035] As Figure 3As shown, according to an embodiment of the present invention, a forebody of an aircraft constructed based on the foregoing three-dimensional wave system configuration method includes: an upper forebody surface structure and a lower forebody surface structure; wherein, the upper forebody surface structure and the lower forebody surface structure are fixedly connected to each other. In this embodiment, a three-dimensional wave system structure is disposed below the lower forebody surface structure; wherein, the three-dimensional wave system structure includes: a forebody pre-compression shock wave system 12 for causing the flow direction of the air flow to turn and at least one compression enhancement shock wave system 13, and the forebody pre-compression shock wave system 12 and the compression enhancement shock wave system 13 are arranged in sequence along the head-to-tail direction of the aircraft forebody 11. In this embodiment, the lower forebody surface structure includes: a forebody pre-compression surface for generating the forebody pre-compression shock wave system 12 and at least one compression enhancement surface for generating the compression enhancement shock wave system 13; wherein, along the head-to-tail direction of the aircraft forebody 11, the forebody pre-compression surface and at least one compression enhancement surface are connected in sequence; the forebody pre-compression shock wave surface of the forebody pre-compression shock wave system 12 is an attached shock wave and / or a detached shock wave relative to the forebody pre-compression surface for generating the forebody pre-compression shock wave system 12; wherein, when it is an attached shock wave, the forebody pre-compression shock wave surface of the forebody pre-compression shock wave system 12 is connected to the front end of the forebody pre-compression surface for generating the forebody pre-compression shock wave system 12 in the extension direction; when it is a detached shock wave, the forebody pre-compression shock wave surface of the forebody pre-compression shock wave system 12 is separated from the front end of the forebody pre-compression surface for generating the forebody pre-compression shock wave system 12 in the extension direction. Of course, there is also a situation where attached shock waves and detached shock waves exist simultaneously, which will not be elaborated here.

[0036] Correspondingly, the compression enhancement shock wave surface of the compression enhancement shock wave system 13 is an attached shock wave and / or a detached shock wave relative to the compression enhancement surface for generating the compression enhancement shock wave system 13. When it is an attached shock wave, the compression enhancement shock wave surface of the compression enhancement shock wave system 13 is connected to the connection position of two adjacent surfaces in the extension direction, where the two adjacent surfaces can be the forebody pre-compression surface for generating the forebody pre-compression shock wave system 12 and the compression enhancement surface for generating the compression enhancement shock wave system 13, or two compression enhancement surfaces for generating the compression enhancement shock wave system 13. When it is a detached shock wave, the compression enhancement shock wave surface of the compression enhancement shock wave system 13 is separated from the connection position of two adjacent surfaces in the extension direction, where the two adjacent surfaces can be the forebody pre-compression surface for generating the forebody pre-compression shock wave system 12 and the compression enhancement surface for generating the compression enhancement shock wave system 13, or two compression enhancement surfaces for generating the compression enhancement shock wave system 13. Of course, there is also a situation where attached shock waves and detached shock waves exist simultaneously, which will not be elaborated here.

[0037] In this embodiment, the three-dimensional wave system structure is constructed based on the foregoing three-dimensional wave system configuration method, which will not be elaborated here.

[0038] To further illustrate this solution, further examples are given below.

[0039] Example 1 Using the three-dimensional wave system configuration method described in the present invention, the wave system configuration of the forebody of a certain high-speed aircraft was optimized. CFD calculations were carried out for the configurations before and after optimization. Table 1 shows the nominal deflection angle, static pressure ratio, and total pressure recovery coefficient of the gas at the inlet of the inlet at two typical states.

[0040] Table 1 Nominal deflection angle, static pressure ratio, and total pressure recovery coefficient of the gas at the inlet of the inlet before and after optimization using the present invention

[0041] As can be seen from the table, using the three-dimensional wave system configuration method of the present invention can effectively improve the total pressure recovery coefficient of the gas at the inlet of the inlet when the nominal deflection angle and static pressure ratio are fixed.

[0042] The above content is only an example of the specific solution of the present invention. For the equipment and structures not described in detail therein, it should be understood that the existing general equipment and general methods in the art are adopted for implementation.

[0043] The above is only one solution of the present invention and is not used to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A method for configuring a three-dimensional wave structure of an aircraft front body, characterized in that: include: S1. Construct a three-dimensional wave system structure for the forebody of the aircraft, and obtain its wave system flow characteristics, wherein the three-dimensional wave system structure includes: a forebody pre-compression shock wave system and at least one compression-enhanced shock wave system for causing the airflow flow direction to bend, the forebody pre-compression shock wave system and the compression-enhanced shock wave system are sequentially arranged along the direction from the head to the tail of the forebody of the aircraft, and the wave system flow characteristics include: the forebody pre-compression shock wave system flow characteristics dominated by the forebody pre-compression profile and the compression-enhanced shock wave system flow characteristics dominated by the compression-enhanced profile; S2. Setting design points, design conditions and design goals for optimizing the three-dimensional wave structure; S3. Setting a correction factor for establishing an equivalent relationship between a three-dimensional shock wave and a two-dimensional shock wave; S4. Based on the design point, design conditions and design objectives, the shock wave system of each level is designed using the two-dimensional inviscid optimal wave system configuration method to obtain the equivalent two-dimensional shock wave turning angle of each shock wave system ; S5. According to the equivalent two-dimensional shock wave turning angle , the correction factor is used to obtain the airflow turning angles on the symmetry planes of the shock wave system at each level, and then a complete three-dimensional viscous spatial shock wave surface is reconstructed according to the flow characteristics of the wave system to complete the configuration of the three-dimensional wave system structure of the forebody of the aircraft.

2. The method for configuring a three-dimensional wave structure of an aircraft front body according to claim 1, characterized in that: The forebody pre-compression shock wave system and the compression enhancement shock wave system are arranged in sequence along the direction from the head to the tail of the forebody of the aircraft, wherein all shock wave systems are of three-dimensional oblique shock wave type, and there is an angle between adjacent shock wave systems.

3. The method for configuring a three-dimensional wave structure of an aircraft front body according to claim 2, characterized in that: The forerunner pre-compression shock wave system is composed of a three-dimensional shock wave and multiple three-dimensional compression waves / three-dimensional expansion waves; The compression-enhanced shock wave system consists of a three-dimensional shock wave and multiple three-dimensional compression waves / three-dimensional expansion waves.

4. The method for configuring a three-dimensional wave structure of an aircraft front body according to claim 3, characterized in that: The flow characteristics of the forerunner pre-compression shock wave system include: the geometric shape of the forerunner pre-compression shock wave surface and the size parameters of the forerunner pre-compression shock wave surface; The flow characteristics of the compression-enhanced shock wave system include: the geometric shape of the compression-enhanced shock wave surface and the size parameters of the compression-enhanced shock wave surface.

5. The method for configuring a three-dimensional wave structure of an aircraft front body according to claim 4, characterized in that: In step S2, in the step of setting design points, design conditions and design goals for optimizing the three-dimensional wave system structure, the design points include: incoming flow Mach number and flight angle of attack; The design conditions include: the number of settings of the compression enhanced shock wave system, and the total turning angle of the airflow direction under the action of the three-dimensional wave system structure; The design goal is: under the premise of meeting the design point and the design conditions, the total pressure recovery coefficient of the outlet gas of the front body of the aircraft is maximized, wherein the outlet gas is the gas compressed by the last stage compression enhanced shock wave system.

6. The method for configuring a three-dimensional wave structure of a front body of an aircraft according to claim 5, characterized in that: In step S3, in the step of setting a correction factor for establishing an equivalent relationship between the three-dimensional shock wave and the two-dimensional shock wave, the correction factor includes a three-dimensional shock wave correction factor and a viscosity correction factor; The equivalent relationship between the three-dimensional shock wave and the two-dimensional shock wave is expressed as: ； Among them, δ is the gas deflection angle of the three-dimensional shock wave on the symmetry plane, which includes the gas deflection caused by the shock wave, compression wave and expansion wave. is the equivalent two-dimensional shock wave gas turning angle, k is the three-dimensional shock wave correction factor, and l is the viscosity correction factor.

7. The method for configuring a three-dimensional wave structure of an aircraft front body according to claim 6, characterized in that: In step S4, based on the design point, design conditions and design objectives, a two-dimensional inviscid optimal wave system configuration method is used to design each level of the shock wave system. The two-dimensional inviscid optimal wave system configuration method adopts an equal shock wave angle wave system configuration method or an equal shock wave intensity wave system configuration method.

8. An aircraft forebody, characterized in that: The aircraft forebody is constructed based on the three-dimensional wave system structure configuration method of the aircraft forebody according to any one of claims 1 to 7, and comprises: a forebody upper profile structure and a forebody lower profile structure; The front body upper profile structure and the front body lower profile structure are fixedly connected to each other; The three-dimensional wave system structure is arranged below the lower profile structure of the precursor; The three-dimensional wave system structure comprises: a forebody pre-compression shock wave system and at least one compression enhancement shock wave system for causing the airflow flow direction to bend, and the forebody pre-compression shock wave system and the compression enhancement shock wave system are arranged in sequence along the direction from the head to the tail of the forebody of the aircraft; The forebody lower profile structure comprises: a forebody pre-compression profile for generating the forebody pre-compression shock wave system and at least one compression enhancement profile for generating the compression enhancement shock wave system; Along the direction from the head to the tail of the aircraft forebody, the forebody pre-compression profile and at least one of the compression enhancement profiles are connected in sequence; The precursor pre-compression shock wave surface of the precursor pre-compression shock wave system is an attached shock wave and / or a detached shock wave relative to the precursor pre-compression profile surface used to generate the precursor pre-compression shock wave system; The compression-enhanced shock wave surface of the compression-enhanced shock wave system is an attached shock wave and / or a detached shock wave relative to the compression-enhanced profile surface used to generate the compression-enhanced shock wave system.

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