A three-dimensional wave system structure configuration method for an aircraft forebody and an aircraft forebody

Abstract

The present invention relates to a three-dimensional wave system structure configuration method for an aircraft forebody and the aircraft forebody. The three-dimensional wave system structure configuration method includes: constructing a three-dimensional wave system structure for the aircraft forebody and obtaining its wave system flow characteristics; setting design points, design conditions, and design targets for optimizing the three-dimensional wave system structure; setting correction factors for establishing an equivalent relationship between three-dimensional shock waves and two-dimensional shock waves; based on the design points, design conditions, and design targets, designing shock wave systems at various levels using a two-dimensional inviscid optimal wave system configuration method to obtain an equivalent two-dimensional shock wave gas turning angle for each shock wave system; obtaining the airflow turning angle on the symmetry plane of each shock wave system based on the equivalent two-dimensional shock wave gas turning angle and the correction factor; and then reconstructing a complete three-dimensional viscous spatial shock wave surface based on the wave system flow characteristics to complete the configuration of the three-dimensional wave system structure for the aircraft forebody. The present invention can improve compression efficiency, reduce total pressure loss, and the design points can cover any angle of attack.

Description

Technical Field

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

[0002] The intake system is a key component of air-breathing high-speed aircraft, tasked with capturing sufficient, high-quality airflow for proper engine combustion. During this air capture process, the intake system utilizes various shock wave systems to decelerate and pressurize the free airflow. Therefore, the optimal configuration of these shock wave systems to improve compression efficiency while minimizing total pressure loss has long been a design challenge for high-speed intakes.

[0003] Currently, research on wave configuration for high-speed aircraft inlet systems is common. Specifically, traditional wave configuration theories for high-speed inlets are mostly based on two-dimensional flows, aiming to achieve optimal wave configuration by designing the multi-stage wedge angles or compression surface shapes of the two-dimensional forebody. For multi-stage wedge compression, two common wave configuration methods are used: constant shock wave intensity configuration and constant shock wave angle configuration. Using these two wave configuration methods in inlet design can reduce flow losses to a certain extent (for example: Jin Zhiguang and Zhang Kunyuan, "Performance Comparison of a Typical Two-Dimensional Hypersonic Inlet and a Side-Pressure Inlet," Journal of Aerospace Power; Li Ming, Song Wenyan, and He Wei, "Research on Design Methods for a Hypersonic Two-Dimensional Mixed-Compression Forebody / Inlet," Journal of Aerospace Power). While curved compression can achieve zero flow losses in the ideal case of zero viscosity, viscous friction losses in high-speed inlets contribute significantly and cannot be ignored in design. (For example: Nan Xiangjun, Zhang Hao, Design of a Zero-Drag Supersonic Variable-Geometry Axisymmetric Inlet, Journal of Aerospace Dynamics; Pan Jin, Research on Curved Surface Compression System for Supersonic / Hypersonic Non-uniform Incoming Flow, Nanjing University of Aeronautics and Astronautics).

[0004] Currently, traditional wave-based configuration theory for aircraft uses two-dimensional inlets, where the air intakes are compressed by the forward fuselage using two-stage planar compression. However, this traditional wave-based configuration scheme based on two-dimensional flow is suboptimal. For truly practical high-speed aircraft, when cruising at the design point, they must maintain a non-zero angle of attack for lift-weight balance. Therefore, wave-based configuration theory must consider the angle of attack. However, traditional wave-based configuration theory does not consider the angle of attack parameter.

[0005] In summary, the traditional wave configuration theory has great limitations and it is necessary to develop new wave configuration methods.

[0006] Wave distribution theory is an important basis for inlet design, but traditional wave distribution theory has the following shortcomings: First, it is based on two-dimensional flows and is not fully applicable to the three-dimensional characteristics of real aircraft. Second, the traditional wave distribution system configuration process does not consider the angle of attack factor. When the aircraft is in cruise operation, the angle of attack attitude is generally not 0°, so the angle of attack effect must be considered. Third, traditional wave distribution theory is mostly based on the inviscid assumption, but in reality, viscous losses often account for a large proportion and cannot be ignored.

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

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

[0009] To achieve the above-mentioned object, the present invention provides a method for configuring a three-dimensional wave system structure of an aircraft forebody, comprising:

[0010] 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 for causing airflow direction deflection and at least one compression-enhanced shock wave system, the forebody pre-compression shock wave system and the compression-enhanced shock wave system being arranged sequentially 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 surface and the compression-enhanced shock wave system flow characteristics dominated by the compression-enhanced profile surface;

[0011] S2. Setting design points, design conditions, and design goals for optimizing the three-dimensional wave structure;

[0012] S3. Setting a correction factor for establishing an equivalent relationship between a three-dimensional shock wave and a two-dimensional shock wave;

[0013] 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 gas deflection angle of each shock wave system. ;

[0014] S5. According to the equivalent two-dimensional shock wave gas turning angle , the correction factor is used to obtain the airflow turning angle on the symmetry plane of the shock wave system at each level, 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.

[0015] 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, wherein all shock wave systems are three-dimensional oblique shock wave types, and there is an angle between adjacent shock wave systems.

[0016] 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;

[0017] The compression-enhanced shock wave system consists of a three-dimensional shock wave and multiple three-dimensional compression waves / three-dimensional expansion waves.

[0018] 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, the size parameters of the precursor pre-compression shock wave surface;

[0019] 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.

[0020] According to one aspect 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;

[0021] The design conditions include: the number 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;

[0022] 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 aircraft forebody is maximized, wherein the outlet gas is the gas compressed by the last stage compression enhancement shock wave system.

[0023] According to one aspect of the present invention, in step S3, in the step of setting a correction factor for establishing an equivalent relationship between a three-dimensional shock wave and a two-dimensional shock wave, the correction factor includes a three-dimensional shock wave correction factor and a viscosity correction factor;

[0024] The equivalent relationship between the three-dimensional shock wave and the two-dimensional shock wave is expressed as:

[0025] ;

[0026] 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 deflection angle, k is the three-dimensional shock wave correction factor, and l is the viscosity correction factor.

[0027] According to one aspect of the present invention, in step S4, based on the design point, design conditions and design objectives, in the step of designing the shock wave systems of each level using a two-dimensional inviscid optimal wave system configuration method, the two-dimensional inviscid optimal wave system configuration method adopts a constant shock wave angle wave system configuration method or a constant shock wave intensity wave system configuration method.

[0028] To achieve the above-mentioned object, the present invention provides an aircraft forebody, which is constructed based on the above-mentioned three-dimensional wave system structure configuration method for an aircraft forebody, and includes: a forebody upper profile structure and a forebody lower profile structure;

[0029] The upper front body profile structure and the lower front body profile structure are fixedly connected to each other;

[0030] The three-dimensional wave system structure is arranged below the lower profile structure of the precursor;

[0031] The three-dimensional wave system structure includes: a forebody pre-compression shock wave system and at least one compression enhancement shock wave system for causing the airflow 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;

[0032] 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;

[0033] 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;

[0034] 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;

[0035] 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.

[0036] According to one solution of the present invention, the three-dimensional wave system configuration method described in the present invention can improve compression efficiency, reduce total pressure loss, and the design point can cover any angle of attack.

[0037] According to one solution of the present invention, traditional high-speed inlet wave distribution theories are mostly 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 inlet outlet gas.

[0038] According to one solution of the present invention, the traditional high-speed inlet wave distribution theory does not take the angle of attack into consideration. The three-dimensional wave system structure configuration method of the present invention can achieve a design state of any angle of attack, effectively improving the applicability of the present invention.

[0039] According to one solution of the present invention, the three-dimensional wave system structure configuration method of the present invention effectively solves the disadvantage that the traditional high-speed air inlet wave distribution theory is only applicable to two-dimensional flow characteristics, so that the present invention can fully realize the configuration of three-dimensional flow characteristics, greatly improving the applicability of the present invention, and making the configured three-dimensional wave system structure more accurately match the corresponding aircraft forebody, which is more beneficial to improving the flight performance of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 A flowchart of a method for configuring a three-dimensional wave system structure according to an embodiment of the present invention;

[0041] Figure 2 A flow chart of a method for configuring a three-dimensional wave system structure according to an embodiment of the present invention;

[0042] Figure 3 A perspective view of an aircraft forebody and a three-dimensional wave system structure according to an embodiment of the present invention;

[0043] Figure 4 A flow characteristic diagram of a three-dimensional wave system structure of a wave system configuration method according to an embodiment of the present invention;

[0044] Figure 5 A schematic diagram of a wave system configuration method according to an embodiment of the present invention that can realize a designable angle of attack for an aircraft front body;

[0045] Figure 6 The present invention is an embodiment of a wave system configuration method for reconstructing a spatial shock wave surface by using a gas deflection angle, a three-dimensional shock wave correction factor and a viscosity correction factor to generate a flow chart, wherein (a) is a schematic diagram of a two-dimensional shock wave gas deflection angle, (b) is a schematic diagram of a three-dimensional shock wave gas deflection angle on a symmetry plane obtained based on the three-dimensional shock wave correction factor and the viscosity correction factor, and (c) is a schematic diagram of a reconstructed spatial shock wave surface. DETAILED DESCRIPTION

[0046] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. The embodiments cannot be described one by one here, but the embodiments of the present invention are not limited to the following embodiments.

[0047] Combine Figure 1 and Figure 2 As shown, according to one embodiment of the present invention, a method for configuring a three-dimensional wave system structure of an aircraft forebody of the present invention includes:

[0048] S1. Construct a three-dimensional wave system structure for the forebody of the aircraft and obtain its wave system flow characteristics, where see Figure 3 and Figure 4 The three-dimensional wave system structure includes: a forebody pre-compression shock wave system 12 and at least one compression enhancement shock wave system 13 for causing the airflow direction to bend. The forebody pre-compression shock wave system 12 and the compression enhancement shock wave system 13 are sequentially arranged along the direction from the head to the tail 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;

[0049] S2. Setting design points, design conditions, and design goals for optimizing the three-dimensional wave system structure;

[0050] S3. Setting a correction factor for establishing an equivalent relationship between a three-dimensional shock wave and a two-dimensional shock wave;

[0051] S4. Based on the design point, design conditions and design objectives, 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 turning angle of each level of shock wave system ;

[0052] S5. Based on the equivalent two-dimensional shock wave turning angle , correction factors, and obtain the airflow deflection angles on the symmetry surfaces of the shock wave systems at each level, 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.

[0053] According to one embodiment of the present invention, in the three-dimensional wave system structure, the compression enhanced shock wave system 13 can be set as one or multiple (such as two, three, etc.), and can be set accordingly as needed. For example, see Figure 3 and Figure 4 As shown, in the three-dimensional wave system structure, two compression-enhanced shock wave systems 13 are set to achieve compression enhancement on both sides of the airflow and corresponding steering of the flow direction under the action of the two compression-enhanced shock wave systems 13. As a result, the airflow flowing out after passing through the last compression-enhanced shock wave system 13 is a high-density flow gas with a certain turning angle.

[0054] According to one embodiment of the present invention, the forebody pre-compression shock wave system 12 and the compression enhancement shock wave system 13 are sequentially arranged along the direction from the head to the tail of the forebody of the aircraft, wherein all shock wave systems are three-dimensional oblique shock wave types, and there is an angle between adjacent shock wave systems. Therefore, it can be simply understood that adjacent adjacent shock wave systems are relatively inclined, see Figure 3 and Figure 4 shown.

[0055] According to one embodiment of the present invention, the precursor 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 enhancement shock wave system 13 is composed of a three-dimensional shock wave and multiple three-dimensional compression waves / three-dimensional expansion waves; wherein the three-dimensional shock wave and the three-dimensional compression wave / three-dimensional expansion wave respectively exhibit corresponding three-dimensional characteristics, see Figure 3 .

[0056] According to one embodiment 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.

[0057] According to one 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, see Figure 5 Furthermore, the design conditions include: the number of compression-enhanced shock wave systems 13 provided, and the total deflection angle of the airflow direction under the influence of the three-dimensional wave system structure. In this embodiment, the number of compression-enhanced shock wave systems 13 provided is two, i.e., the number of stages of the compression-enhanced shock wave system 13. Furthermore, the total deflection angle can be expressed as a "nominal deflection angle," which is the angle between the airflow direction and the horizontal, the incoming flow direction, or the direction indicated by a certain geometric feature of the aircraft. The flow direction can be calculated using methods such as mass-weighted averaging or momentum-weighted averaging. Furthermore, the design objective is: while meeting the design point and design conditions, maximize the total pressure recovery coefficient of the outlet gas of the aircraft forebody 11. 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 mass-weighted average. In this embodiment, the total pressure recovery coefficient is a physical quantity. Because the outlet gas is three-dimensionally non-uniform, an average quantity is required for determination. The averaging method uses a mass-weighted method, which enables the corresponding determination.

[0058] According to one embodiment of the present invention, 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; accordingly, the equivalent relationship between the three-dimensional shock wave and the two-dimensional shock wave is expressed as:

[0059] ;

[0060] 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 deflection angle, k is the three-dimensional shock wave correction factor, and l is the viscosity correction factor.

[0061] In this embodiment, the value of the three-dimensional shock wave correction factor is related to the surface characteristics (geometric shape, dimensional parameters) of each level of shock wave system, the incoming flow Mach number, and the flight angle of attack. For a two-dimensional surface of infinite width, the three-dimensional shock wave correction factor is 1.

[0062] In this embodiment, the viscosity correction factor is related to the length of each shock wave system, the incoming flow Mach number, the Reynolds number, and the degree of compression, and its value is greater than 1.

[0063] In this embodiment, for the three-dimensional wave system structure of the present invention, the number of set three-dimensional shock wave correction factors is consistent with the number of shock wave systems, and the number of set viscosity correction factors is consistent with the number of shock wave systems; accordingly, the number of gas turning angles on the symmetry plane formed in the three-dimensional wave system structure and the number of equivalent two-dimensional shock wave gas turning angles are both consistent with the number of shock wave systems; wherein, the set gas turning angle is obtained using the equal shock wave angle wave system configuration method or the equal shock wave intensity wave system configuration method, see step S4, and the equivalent two-dimensional shock wave gas turning angle is obtained based on the equivalent relationship between the aforementioned three-dimensional shock wave and the two-dimensional shock wave.

[0064] According to one embodiment of the present invention, in step S4, based on the design point, design conditions and design objectives, in the step of designing the shock wave systems of each level using the two-dimensional inviscid optimal wave system configuration method, 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.

[0065] According to an embodiment of the present invention, in step S5, according to the equivalent two-dimensional shock wave turning angle , correction factors, and obtain the airflow turning angles on the symmetry planes of the shock wave systems at all levels. Then, according to the flow characteristics of the wave system, the complete three-dimensional viscous space shock wave surface is reconstructed to complete the configuration of the three-dimensional wave system structure of the aircraft forebody. The corresponding three-dimensional wave system structure of the aircraft forebody is as follows: Figure 6 As shown, therefore, reference Figure 6 The present invention obtains a three-dimensional conical shock wave reconstruction surface diagram, which uses the equivalent two-dimensional shock wave turning angle for the conical shock wave. , three-dimensional shock wave correction factor and viscosity correction factor fully realize the reconstruction of the spatial shock wave surface.

[0066] like Figure 3As shown, according to one embodiment of the present invention, an aircraft forebody constructed based on the aforementioned three-dimensional wave system structure configuration method of the present invention includes: a forebody upper profile structure and a forebody lower profile structure; wherein the forebody upper profile structure and the forebody lower profile structure are fixedly connected to each other. In this embodiment, a three-dimensional wave system structure is configured below the forebody lower profile structure; wherein the three-dimensional wave system structure includes: a forebody pre-compression shock wave system 12 for causing the airflow flow direction to bend 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 forebody lower profile structure includes: a forebody pre-compression profile for generating a forebody pre-compression shock wave system 12 and at least one compression enhancement profile for generating a compression enhancement shock wave system 13; wherein, along the head to tail direction of the aircraft forebody 11, the forebody pre-compression profile and the at least one compression enhancement profile 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 profile 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 profile 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 profile for generating the forebody pre-compression shock wave system 12 in the extension direction. Of course, there are also situations where attached shock waves and detached shock waves exist at the same time, which will not be discussed here.

[0067] Correspondingly, the compression-enhanced shock wave surface of the compression-enhanced shock wave system 13 is an attached shock wave and / or a detached shock wave relative to the compression-enhanced profile used to generate the compression-enhanced shock wave system 13. When it is an attached shock wave, the compression-enhanced shock wave surface of the compression-enhanced shock wave system 13 is connected to the connection position of the two adjacent profiles in the extension direction, wherein the two adjacent profiles can be the precursor pre-compression profile used to generate the precursor pre-compression shock wave system 12 and the compression-enhanced profile used to generate the compression-enhanced shock wave system 13, or they can be two compression-enhanced profiles used to generate the compression-enhanced shock wave system 13. When it is a detached shock wave, the compression-enhanced shock wave surface of the compression-enhanced shock wave system 13 is separated from the connection position of the two adjacent profiles in the extension direction, wherein the two adjacent profiles can be the precursor pre-compression profile used to generate the precursor pre-compression shock wave system 12 and the compression-enhanced profile used to generate the compression-enhanced shock wave system 13, or they can be two compression-enhanced profiles used to generate the compression-enhanced shock wave system 13. Of course, there are also situations where attached shock waves and detached shock waves exist at the same time, which will not be discussed here.

[0068] In this embodiment, the three-dimensional wave system structure is constructed based on the aforementioned three-dimensional wave system structure configuration method, which will not be repeated here.

[0069] To further illustrate this solution, further examples are given to illustrate it.

[0070] Example 1

[0071] Using the three-dimensional wave structure configuration method described in this invention, the wave configuration of the forebody of a high-speed aircraft was optimized. CFD calculations were performed on the configurations before and after optimization. Table 1 shows the nominal turning angle, static pressure ratio, and total pressure recovery coefficient of the gas at the inlet outlet under two typical conditions.

[0072] Table 1 Nominal turning angle, static pressure ratio and total pressure recovery coefficient of the inlet outlet gas before and after optimization by the present invention

[0073]

[0074] As can be seen from the table, the three-dimensional wave system structure configuration method of the present invention can effectively improve the total pressure recovery coefficient of the inlet outlet gas when the nominal turning angle and static pressure ratio are fixed.

[0075] The above contents are merely examples of specific solutions of the present invention. For devices and structures not described in detail, it should be understood that they can be implemented by adopting general devices and methods available in the art.

[0076] The above description is merely one embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A method for configuring a three-dimensional wave system structure of an aircraft forebody, 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 for causing airflow direction deflection and at least one compression-enhanced shock wave system, the forebody pre-compression shock wave system and the compression-enhanced shock wave system being arranged sequentially 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 surface and the compression-enhanced shock wave system flow characteristics dominated by the compression-enhanced profile surface; S2. Setting design points, design conditions, and design objectives for optimizing the three-dimensional wave system structure; wherein the design points include: incoming flow Mach number and flight angle of attack; The design conditions include: the number 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 satisfying the design point and the design conditions, the total pressure recovery coefficient of the outlet gas of the aircraft forebody is maximized, wherein the outlet gas is the gas compressed by the last stage compression enhancement shock wave system; 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 gas deflection angle of each shock wave system. ; S5. According to the equivalent two-dimensional shock wave gas turning angle , the correction factor is used to obtain the airflow turning angle on the symmetry plane of the shock wave system at each level, 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.

2. The method for configuring a three-dimensional wave system 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 aircraft forebody, wherein all shock wave systems are three-dimensional oblique shock wave types, and there is an angle between adjacent shock wave systems.

3. The method for configuring a three-dimensional wave system structure of an aircraft front body according to claim 2, characterized in that: The forerunner pre-compression shock wave system consists 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 system 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 system structure of an aircraft front body according to claim 4, characterized in that: In step S3, in the step of setting correction factors for establishing an equivalent relationship between the three-dimensional shock wave and the two-dimensional shock wave, the correction factors include 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 deflection angle, k is the three-dimensional shock wave correction factor, and l is the viscosity correction factor.

6. The method for configuring a three-dimensional wave structure of an aircraft front body according to claim 5, 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 the shock wave systems of each level, wherein the two-dimensional inviscid optimal wave system configuration method adopts a constant shock wave angle wave system configuration method or a constant shock wave intensity wave system configuration method.

7. 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 6, and comprises: a forebody upper profile structure and a forebody lower profile structure; The upper front body profile structure and the lower front body 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 includes: a forebody pre-compression shock wave system and at least one compression enhancement shock wave system for causing the airflow 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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