Supersonic velocity civil institution type with high cruising efficiency and low sound explosion characteristics

Abstract

The invention discloses a supersonic civil institution type with the characteristics of high cruising efficiency and low sound explosion, belongs to the technical field of supersonic civil aircrafts, and solves the problem that the normal life of people is severely influenced by strong sound explosion of an existing supersonic civil aircraft.The supersonic civil institution type comprises a nose which is in a duckbilled flat shape; the machine body is of a slender structure; the wings are located at the middle section of the fuselage, adopt three-section type large sweepback arrow-shaped wings and comprise inner wing sections, middle wing sections and outer wing sections; and the vertical fin is positioned at the rear section of the fuselage, adopts a T-shaped tail and comprises two wing sections. According to the method, the aerodynamic layout of the supersonic civil aircraft is improved, the forward and reverse mixed aerodynamic layout scheme design of the supersonic civil aircraft is realized, acoustic explosion can be effectively inhibited, and the design requirements of the green supersonic civil aircraft are met.

Description

Technical Field

[0001] The present invention belongs to the technical field of supersonic civil aircraft, and particularly relates to a supersonic civil aircraft configuration with high cruise efficiency and low sonic boom characteristics. Background Art

[0002] The greatest advantage of the civil aviation transportation system compared with other transportation systems is speed and efficiency. However, the cruise speed of civil aircraft has reached a bottleneck at the present stage. The cruise speed of supersonic civil aircraft can reach twice or more that of traditional subsonic civil aircraft, which can greatly improve travel efficiency and bring a more comfortable riding experience. Therefore, supersonic civil aircraft is one of the key development directions of the next generation of civil aircraft and an important part of the upgrading of the aviation industry.

[0003] Supersonic civil aircraft is a major development direction of future civil aviation, which can effectively reduce travel time and narrow the distance between different parts of the world. The initial generation of supersonic civil aircraft developed since the 1960s has design problems such as strong sonic boom, high fuel consumption, and high noise, which greatly reduce the economic efficiency of airline operations and the comfort of passengers.

[0004] Sonic boom is an acoustic phenomenon generated when an aircraft exceeds the speed of sound. When a supersonic aircraft flies, it disturbs the surrounding air to form a series of shock waves and expansion waves. When these wave systems propagate to the ground, people can hear a sound similar to an explosion, and this phenomenon is called sonic boom. Too strong sonic boom will seriously affect people's normal life. Therefore, the development of green supersonic civil aircraft must meet the requirement of low sonic boom. Summary of the Invention

[0005] The purpose of the present invention is to provide a supersonic civil aircraft configuration with high cruise efficiency and low sonic boom characteristics for the above-mentioned deficiencies in the prior art, so as to solve the problem that the existing supersonic civil aircraft has a strong sonic boom that will seriously affect people's normal life.

[0006] To achieve the above purpose, the technical solution adopted by the present invention is:

[0007] A supersonic civil aircraft configuration with high cruise efficiency and low sonic boom characteristics, which includes:

[0008] A nose, the nose being in an under-duckbill flat shape;

[0009] A fuselage, the fuselage being of a slender structure;

[0010] Wings, located in the middle section of the fuselage, adopting a three-section large-swept arrow-shaped wing, including an inner wing section, a middle wing section, and an outer wing section;

[0011] A vertical tail, located at the rear section of the fuselage, adopting a T-tail, including two wing sections.

[0012] Furthermore, the equivalent cross-sectional area of the fuselage is approximately elliptical.

[0013] Furthermore, the length-to-diameter ratio of the fuselage is not less than 24.5.

[0014] Furthermore, the aspect ratio of the wing is 1.42.

[0015] Furthermore, the sweep angle of the inner wing section of the wing is 78° - 83°; the middle wing section of the wing is 70° - 75°; the outer wing section of the wing is 70° - 75°.

[0016] Furthermore, the sweep angle of the inner wing section of the wing is 80°; the middle wing section of the wing is 72°; the outer wing section of the wing is 72°.

[0017] Furthermore, the sweep angle of one wing section of the vertical tail is 75.9°, and the sweep angle of the other wing section is 64° 。

[0018] Furthermore, the area of the wing is 167 m 2 。

[0019] Furthermore, the supersonic civil aircraft configuration is 49 m long, 15.4 m wide, with a cruise efficiency factor of 14.27 and a sonic boom index of 80.39.

[0020] The supersonic civil aircraft configuration with high cruise efficiency and low sonic boom characteristics provided by the present invention has the following beneficial effects:

[0021] 1. The fuselage of the present invention adopts a large length-to-diameter ratio layout, which can make the volume and area distribution of the whole aircraft more uniform; choosing a large swept arrow-shaped wing can make the lift distribution of the whole aircraft more uniform, and the middle and inner wing sections are swept upward, which is beneficial to the outward diffusion of shock waves; choosing a small T-shaped vertical tail is beneficial to interfering with the strong expansion wave at the rear body.

[0022] 2. The equivalent cross-sectional area of the airframe of the present invention conforms to the target equivalent cross-sectional area distribution, realizing the reverse design based on the target equivalent cross-sectional area distribution.

[0023] 3. The present invention improves and perfects the aerodynamic layout of supersonic civil aircraft, realizes the design of the aerodynamic layout scheme of supersonic civil aircraft with a combination of forward and reverse design, can effectively suppress sonic boom on the basis of ensuring cruise efficiency, and meets the design requirements of green supersonic civil aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a schematic structural diagram of the supersonic civil aircraft configuration with high cruise efficiency and low sonic boom characteristics in Embodiment 1 of the present invention Figure One 。

[0025] Figure 2 is a schematic structural diagram of the supersonic civil aircraft configuration with high cruise efficiency and low sonic boom characteristics in Embodiment 1 of the present inventionFigure Two .

[0026] Figure 3 This is the volume and lift equivalent area in Embodiment 2 of the present invention.

[0027] Figure 4 This is the equivalent cross-sectional area and the equivalent cross-sectional area of the inverse design target in Embodiment 2 of the present invention.

[0028] Figure 5 This is the overpressure cloud map and sonic boom signal curve of the symmetry plane in Embodiment 2 of the present invention.

[0029] Figure 6 This is the ground sonic boom signal curve in Embodiment 2 of the present invention.

[0030] Figure 7 This is the overpressure curve after spatial averaging of the full aircraft configuration numerical simulation and wind tunnel test in the sonic boom test in Embodiment 2 of the present invention.

[0031] Figure 8 This is the overpressure curve after spatial averaging of different design points of the full aircraft configuration in the sonic boom test in Embodiment 2 of the present invention. Detailed implementation manners

[0032] The following describes the detailed implementation manners of the present invention to facilitate the understanding of those skilled in the art of the present technology. However, it should be clear that the present invention is not limited to the scope of the detailed implementation manners. For those of ordinary skill in the art of the present technology, as long as various changes are within the spirit and scope of the present invention defined and determined by the appended claims, these changes are obvious, and all inventions created using the concept of the present invention are within the scope of protection.

[0033] Embodiment 1

[0034] A supersonic civil aircraft configuration with high cruise efficiency and low sonic boom characteristics provided in this embodiment effectively suppresses strong sonic booms through the layout design of the supersonic civil aircraft configuration, meeting the requirements of green development. Refer to Figure 1 and Figure 2 , and specifically includes:

[0035] The nose, which is in the shape of an under-duckbill flat.

[0036] The fuselage, which is a slender structure. The length-to-diameter ratio of the fuselage is not less than 24.5. The equivalent cross-sectional area of the fuselage is quasi-elliptical. The fuselage of this embodiment has a large length-to-diameter ratio, which can make the volume area distribution of the whole aircraft more uniform.

[0037] The wing, which is located in the middle section of the fuselage. The aspect ratio of the wing is 1.42. A three-segment large swept-back arrow-shaped wing is adopted, which can make the lift distribution of the whole aircraft more uniform. It specifically includes an inner wing section, a middle wing section, and an outer wing section.

[0038] The inner wing section of the wing in this embodiment has anhedral, which is beneficial to the outward diffusion of shock waves. The sweep angle of the inner wing section of the wing is 78° - 83°, the middle wing section of the wing is 70° - 75°; the outer wing section of the wing is 70° - 75°.

[0039] As a preference of this embodiment, the sweep angle of the inner wing section of the wing is 80°, the middle wing section of the wing is 72°; the outer wing section of the wing is 72°, and the area of the wing is 167 m 2 .

[0040] The vertical tail is located at the rear section of the fuselage and adopts a T-tail, which is beneficial to interfering with the strong expansion wave of the afterbody. It specifically includes two wing sections. The sweep angle of one wing section of the vertical tail is 75.9°, and the sweep angle of the other wing section is 64°.

[0041] As a preference of this embodiment, the supersonic civil aircraft configuration is 49 m long, 15.4 m wide, the cruise efficiency factor is 14.26, and the sonic boom index is 80.39.

[0042] Embodiment 2

[0043] This embodiment is used to verify the supersonic civil aircraft configuration in Embodiment 1, and specifically includes the following content:

[0044] Reference Figure 3 is the lift equivalent cross-sectional area distribution and volume equivalent cross-sectional area distribution of the configuration of the present invention, and is used as the input for the inverse design process based on the target equivalent cross-sectional area.

[0045] Reference Figure 4 is the comparison chart of the final equivalent cross-sectional area distribution of the configuration of the present invention and the target equivalent cross-sectional area distribution. It can be seen that by adjusting the overall aircraft geometric shape, including the cross-sectional area of each fuselage section, the airfoil of the wing, the wing planform, etc., the target equivalent cross-sectional area distribution is basically achieved.

[0046] Reference Figure 5 is the overpressure cloud chart of the symmetry plane and the near-field overpressure distribution curve. It can be seen that the shock wave intensity near the wing is reduced, specifically several weak shock waves; Reference Figure 6 is the far-field overpressure distribution curve, and the rise of the N-wave is more gentle.

[0047] Wind tunnel tests are carried out on the supersonic civil aircraft configuration in Embodiment 1, specifically including:

[0048] Low-speed force measurement test

[0049] The model scale of the supersonic civil aircraft configuration for low-speed force measurement tests is 1:15.5. The model components include the fuselage, wings, horizontal tail, and vertical tail, all made of all-metal materials. The model length is 3.2638 m, the wingspan is 0.9957 m, the wing area is 0.6951 m, and the mean aerodynamic chord length is 0.6951 m. The wind tunnel test wind speed is fixed at 70 m / s, the angle of attack range is -5.5° to 16°, the test Reynolds number is 3.37E+6, the lift coefficient at an angle of attack of 16 degrees is 0.82, and the lift coefficient at an angle of attack of 12 degrees is 0.557, meeting the lift required for the takeoff angle of attack.

[0050] High-speed force measurement test

[0051] The model scale of the high-speed force measurement test is 1:37.5. The test is carried out in a 1.2-meter supersonic wind tunnel. The model includes the full aircraft state of the fuselage + wings + horizontal tail + vertical tail. The model length is 1.349 m, and the inclined tail support method is adopted. The blockage ratio in the test section at an angle of attack of 0° is 0.13%, the Mach number range is 0.4 to 2.0, and the angle of attack range is -4° - 9°. Figure 7 For the cruise efficiency factor curve, the uncorrected wind tunnel test data shows that the cruise efficiency factor is 13.79. The test support and Reynolds number in the wind tunnel test are corrected using the numerical simulation method. The corrected wind tunnel test data shows that the cruise efficiency factor is 15.6, and the cruise efficiency factor of the numerical simulation is 14.26, all meeting the design requirements.

[0052] Sonic boom test

[0053] The model scale of the sonic boom test is 1:85. The test model consists of a low sonic boom fuselage, a high lift-drag ratio wing, a high horizontal tail, and a vertical tail. The model length is 0.5952 m, the wingspan is 0.1816 m, the wing area is 0.02311 m, and the mean aerodynamic chord length is 0.1282 m. The measurement equipment for this test is a pressure measurement rail, and the method for obtaining the sonic boom characteristic signal of the model is the model movement method. By moving the model along the axis, the measured pressure distribution is obtained. From Figure 8It can be seen that under the conditions of M = 1.6, AOA = 2.3°, and h / l = 1.0, the overall laws of the wind tunnel test and the CFD sonic boom signals are consistent. In particular, the intervals of the model sonic boom signals and the peak values of the model head wave signals match well. The sonic boom signals match well in the interval of x / l = 1.22 - 1.59, and the signal occurrence interval corresponds to the low sonic boom fuselage upstream of the model wing; the differences in the sonic boom signals corresponding to the model wing are relatively large in the interval of x / l = 1.59 - 2.14, mainly in several aspects: First, the laws and magnitudes of the sonic boom signals are significantly different in the interval of x / l = 1.93 - 2.06. In particular, the peak values of the sonic boom signals corresponding to the trailing edge of the wing at x / l = 2.06 are quite different, with a deviation of about 0.013; Second, x / l = 1.66 is the position of the leading edge of the blade on the model surface. Theoretically, there should be only the fuselage and part of the trim at the upstream of this position, but there are differences between the test signal distribution law and the CFD; Third, the interval of x / l = 1.66 - 1.84 is the connection area between the blade support and the upper surface of the model. The signal intensity in this interval is generally higher than the CFD result, and the reason may be that the blade changes the area distribution of the model; the signals match well in the interval of x / l = 2.13 - 2.4, and the signal occurrence interval corresponds to the high horizontal tail of the model. From the perspective of aerodynamic coefficients, the corresponding lift coefficients of the CFD and the wind tunnel test are CL = 0.1 and 0.095 respectively, with a small difference.

[0054] The wind tunnel test data of the configuration of the present invention show that the cruise efficiency factor exceeds 14.26, and the near-field overpressure distribution signal is similar to the numerical simulation. The effectiveness of the forward-backward hybrid supersonic civil aircraft design method is verified through the wind tunnel test, and at the same time, the performance indicators of the configuration of the present invention obtained based on this design method are also verified.

[0055] Although the specific implementation manners of the invention have been described in detail in conjunction with the accompanying drawings, it should not be construed as a limitation on the protection scope of this patent. Within the scope described in the claims, various modifications and deformations that can be made by those skilled in the art without creative efforts still fall within the protection scope of this patent.

Claims

1. A supersonic civilian aircraft configuration with high cruise efficiency and low sonic boom characteristics, characterized in that: include: The nose of the machine is in a flat shape with a short duckbill; A fuselage, wherein the fuselage is a slender structure; The wing is located in the middle section of the fuselage and adopts a three-section large swept arrow-shaped wing, including an inner wing section, a middle wing section and an outer wing section; The vertical tail is located at the rear section of the fuselage and adopts a T-tail and includes two wing sections.

2. The supersonic civilian aircraft configuration with high cruise efficiency and low sonic boom characteristics according to claim 1, characterized in that: The equivalent cross-sectional area of ​​the fuselage is elliptical.

3. The supersonic civilian aircraft configuration with high cruise efficiency and low sonic boom characteristics according to claim 1, characterized in that: The fuselage slenderness ratio is not less than 24.

5.

4. The supersonic civilian aircraft configuration with high cruise efficiency and low sonic boom characteristics according to claim 1, characterized in that: The wing aspect ratio is 1.

42.

5. The supersonic civilian aircraft configuration with high cruise efficiency and low sonic boom characteristics according to claim 1, characterized in that: The sweep angle of the inner wing section of the wing is 78° to 83°; the sweep angle of the middle wing section of the wing is 70° to 75°; and the sweep angle of the outer wing section of the wing is 70° to 75°.

6. The supersonic civilian aircraft configuration with high cruise efficiency and low sonic boom characteristics according to claim 5, characterized in that: The sweep angle of the inner wing section of the wing is 80°; the sweep angle of the middle wing section of the wing is 72°; and the sweep angle of the outer wing section of the wing is 72°.

7. The supersonic civilian aircraft configuration with high cruise efficiency and low sonic boom characteristics according to claim 1, characterized in that: The sweep angle of one wing section of the vertical tail is 75.9°, and the sweep angle of the other wing section is 64°. 。 8. The supersonic civilian aircraft configuration with high cruise efficiency and low sonic boom characteristics according to claim 1, characterized in that: The wing area is 167m 2 .

9. The supersonic civilian aircraft configuration with high cruise efficiency and low sonic boom characteristics according to any one of claims 1 to 8, characterized in that: The supersonic civilian aircraft is 49m long, 15.4m wide, has a cruise efficiency factor of 14.26 and a sonic boom index of 80.39.

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