Thrust vector control structure, control method and supercavitation vehicle

Abstract

The invention belongs to the field of underwater vehicles, and particularly relates to a thrust vector control structure, a thrust vector control method and a supercavitation vehicle, the thrust vector control structure comprises a water inlet channel arranged at the head of the supercavitation vehicle, an exhaust nozzle channel arranged on the outer wall of an exhaust nozzle, and a communicating channel communicating the water inlet channel with the exhaust nozzle channel; the exhaust nozzle channel comprises a plurality of sub-channels arranged in an annular array with the axis of the exhaust nozzle as the axis, the tail ends of the sub-channels are led out of the wall face of the diffusion section, each sub-channel is provided with a main control valve, and the main control valves control on-off of the sub-channels and / or the area of the sub-channels. According to the thrust vector control structure, water inflow is achieved through dynamic pressure generated when the supercavitation aircraft moves, thrust vector control over water inflow is achieved under the control of the branch channels and the main control valve, and meanwhile thrust can be increased on the basis of thrust vector control.

Description

Technical Field

[0001] The present invention belongs to the field of underwater vehicles, and particularly relates to a thrust vector control structure, a control method and a supercavitating vehicle. Background Art

[0002] Traditional underwater vehicles have limitations such as slow sailing speed, limited sailing distance, and long response time. With the development of drag reduction technology and control technology, high sailing speed and long voyage have become important development directions for modern underwater vehicles, and the most representative one is the supercavitating vehicle.

[0003] Supercavitation is a physical phenomenon that occurs during the high-speed movement of an underwater vehicle. The concept of supercavitation is that an underwater vehicle can generate a relatively stable cavity (or bubble), so that the vehicle body is basically surrounded by the cavity, isolating the vehicle body surface from water, significantly reducing the surface friction resistance of the vehicle body (the surface friction resistance of a streamlined vehicle usually accounts for about 70% of the total resistance), and a great speed gain can be obtained.

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

[0005] At present, the underwater control method of supercavitating vehicles generally uses rudder control. The rudder control mechanism is complex, the rudder wing will affect the stability of the cavity, and due to the constantly changing contact area between the rudder wing and the flow field, the generated control torque is unstable.

[0006] Based on the above problems, Chinese invention patent CN117141691B - An underwater high-speed vehicle with a side jet attitude control engine proposes a side jet attitude control structure. The heading control of this scheme uses a side jet attitude control engine to provide a control force perpendicular to the heading direction, replacing the conventional rudder control mechanism, which will not affect the axial thrust of the engine itself. The working state of the side jet attitude engine is controlled by a control valve, thereby generating a control torque on the vehicle. However, the disadvantage of this scheme is that when the side jet attitude control engine works, the high-temperature gas may directly impact the cavity wall, affecting the cavity stability. At the same time, the control torque acting on the vehicle body is composed of the asymmetrically distributed high-temperature gas jet and the reaction force generated by the cavity wall on the vehicle body, which poses greater requirements for stable control. In addition, in the comparison scheme, the control valve is directly exposed to the action of high-temperature gas, and problems such as thermal damage and inability to work for a long time need to be considered. Summary of the Invention

[0007] The technical problem to be solved by the present invention is to provide a thrust vector control structure, a control method and a supercavitating vehicle that can increase thrust on the basis of thrust vector control.

[0008] The present invention provides a thrust vector control structure for controlling the heading of a supercavitating vehicle. The supercavitating vehicle includes an engine, and the tail nozzle of the engine includes a throat and a diffuser section arranged in sequence; the thrust vector control structure includes a water inlet passage arranged at the head of the supercavitating vehicle, a tail nozzle passage arranged on the outer wall of the tail nozzle, and a communication passage connecting the water inlet passage and the tail nozzle passage; the tail nozzle passage includes a plurality of sub-channels arranged in a circular array around the axis of the tail nozzle, and the ends of the plurality of sub-channels lead out from the wall surface of the diffuser section. A main control valve is arranged on each sub-channel, and the main control valve controls the on / off and / or the channel area of the sub-channel.

[0009] The beneficial effect of the present invention is that the thrust vector control structure provided by the present invention uses the dynamic pressure generated during the movement of the supercavitating vehicle to achieve water inlet. The water inlet realizes thrust vector control under the control of the sub-channels and the main control valves, and at the same time, it can also increase thrust on the basis of thrust vector control. It solves the problems of complex structure and unstable cavitation stability and control torque caused by rudder wings in traditional supercavitating vehicles using rudder control as the underwater control method for high-speed vehicles, and improves the control efficiency and maneuverability of supercavitating vehicles. Compared with the heading control structure of the comparative scheme, this method will not affect the external cavity of the supercavitating vehicle at all and will not be affected by the counter-thrust of the cavity ratio on the vehicle. At the same time, the water passing through the main control valve performs both thrust increase and thrust vector control, and has a higher utilization rate compared with the comparative scheme that is only used for heading control, and can further improve the thrust of the supercavitating vehicle and the energy utilization efficiency of the engine. Description of the Drawings

[0010] Figure 1 is a schematic structural diagram of the supercavitating vehicle in the present invention; Figure 2 is a front view of the supercavitating vehicle in the present invention; Figure 3 is Figure 2 a sectional view taken along line A-A in Figure 4 is Figure 3 a partial enlarged view at B in Figure 5 is Figure 3 a partial enlarged view at C in Figure 6 is Figure 3 a partial enlarged view at D in Figure 7 is Figure 3 a partial enlarged view at E in Figure 8 is Figure 3 a sectional view taken along the F-F direction in Figure 9 is Figure 3 a sectional view taken along the G-G direction in Figure 10 a schematic structural view of the middle connection section in the present invention; Figure 11 a schematic structural view of the cylinder part in the present invention; Figure 12 a schematic structural view of the front end of the air intake pipeline in the present invention; Figure 13 a front sectional view when the tail nozzle channel in the present invention includes a circular channel and a sub-channel arranged in sequence; Figure 14 is Figure 13 a sectional view taken along the H-H direction in Figure 15 is Figure 13 a sectional view taken along the I-I direction in Figure 16 a front sectional view when the tail nozzle channel in the present invention is entirely a sub-channel and the main control valve is directly arranged in the sub-channel; Figure 17 is Figure 16 a sectional view taken along the J-J direction in Figure 18 a front sectional view when the tail nozzle channel in the cooling structure of the present invention directly flows out from the end of the tail nozzle; Figure 19 is Figure 18 a sectional view taken along the K-K direction in Figure 20 a front sectional view when the tail nozzle channel in the cooling structure of the present invention directly flows out from the end of the tail nozzle; Figure 21 a schematic diagram of the model grid distribution during the numerical simulation of the supercavitating vehicle in the present invention; Figure 22 a pressure contour map of the stable working state of the engine under the non-inflow condition during the numerical simulation of the supercavitating vehicle in the present invention; Figure 23 a density contour map of the stable working state of the engine under the non-inflow condition during the numerical simulation of the supercavitating vehicle in the present invention; Figure 24 a velocity contour map of the stable working state of the engine under the non-inflow condition during the numerical simulation of the supercavitating vehicle in the present invention; Figure 25 a temperature contour map of the stable working state of the engine under the non-inflow condition during the numerical simulation of the supercavitating vehicle in the present invention; Figure 26It is the curve graph of the change of the pressure at the outlet section of the engine tail nozzle with the number of iterations under the condition of no water inlet during the numerical simulation of the supercavitating vehicle of the present invention; Figure 27 It is the curve graph of the change of the density at the outlet section of the engine tail nozzle with the number of iterations under the condition of no water inlet during the numerical simulation of the supercavitating vehicle of the present invention; Figure 28 It is the curve graph of the change of the velocity at the outlet section of the engine tail nozzle with the number of iterations under the condition of no water inlet during the numerical simulation of the supercavitating vehicle of the present invention; Figure 29 It is the curve graph of the change of the temperature at the outlet section of the engine tail nozzle with the number of iterations under the condition of no water inlet during the numerical simulation of the supercavitating vehicle of the present invention; Figure 30 It is the pressure contour map of the engine in the stable working state under the condition of water inlet during the numerical simulation of the supercavitating vehicle of the present invention; Figure 31 It is the density contour map of the engine in the stable working state under the condition of water inlet during the numerical simulation of the supercavitating vehicle of the present invention; Figure 32 It is the velocity contour map of the engine in the stable working state under the condition of water inlet during the numerical simulation of the supercavitating vehicle of the present invention; Figure 33 It is the temperature contour map of the engine in the stable working state under the condition of water inlet during the numerical simulation of the supercavitating vehicle of the present invention; Figure 34 It is the vapor phase contour map of the engine in the stable working state under the condition of water inlet during the numerical simulation of the supercavitating vehicle of the present invention; Figure 35 It is the curve graph of the change of the pressure at the outlet section of the engine tail nozzle with the number of iterations under the condition of water inlet during the numerical simulation of the supercavitating vehicle of the present invention; Figure 36 It is the curve graph of the change of the density at the outlet section of the engine tail nozzle with the number of iterations under the condition of water inlet during the numerical simulation of the supercavitating vehicle of the present invention; Figure 37 It is the curve graph of the change of the velocity at the outlet section of the engine tail nozzle with the number of iterations under the condition of water inlet during the numerical simulation of the supercavitating vehicle of the present invention; Figure 38 It is the curve graph of the change of the temperature at the outlet of the engine tail nozzle with the number of iterations under the condition of water inlet during the numerical simulation of the supercavitating vehicle of the present invention; Figure 39 It is the curve graph of the change of the mass flow rate at the outlet section of the engine tail nozzle with the number of iterations under the condition of water inlet during the numerical simulation of the supercavitating vehicle of the present invention.

[0011] In the figure, 1 - air intake pipeline; 2 - front section housing; 3 - middle connection section; 301 - water through hole; 302 - air intake hole; 4 - rear section housing; 5 - thrust vector control section; 501 - installation cavity; 6 - engine; 7 - side wall connecting pipe; 8 - outer expansion plate; 9 - inner expansion plate; 10 - tail section housing; 11 - main control valve; 12 - tail nozzle; 1201 - convergent section; 1202 - throat; 1203 - divergent section; 13 - through hole; 14 - sub-channel; 15 - grain; 16 - head cavitator; 1601 - cylinder body; 1602 - outer convex ring plate; 17 - water inlet channel; 18 - air intake pipeline channel; 19 - transition channel; 20 - engine main body channel; 21 - tail nozzle channel; 2101 - parallel section; 2102 - bending section. Specific embodiments

[0012] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without making creative efforts shall fall within the protection scope of the present invention.

[0013] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement conditions between components in a certain specific posture (as shown in the attached drawings). If the specific posture changes, the directional indications will also change accordingly. In addition, in the present invention, descriptions such as "first" and "second" are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "a plurality" is at least two, such as two, three, etc., unless otherwise specifically and clearly defined. In the present invention, unless otherwise clearly specified and limited, terms such as "connection" and "fixation" should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection, an electrical connection, a physical connection, or a wireless communication connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication of two components or the interaction relationship between two components, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances. In addition, the technical solutions between various embodiments of the present invention can be combined with each other, but it must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the present invention.

[0014] As Figures 1 - 20 shown, the present invention provides a supercavitating vehicle, which includes an engine 6 and a front section housing 2 arranged in sequence. Referring to Figure 5 , at the front end of the main body of the engine 6, an air intake pipeline 1 that penetrates to the front end of the front section housing 2 is provided. The air intake pipeline 1 is communicated with the combustion chamber of the engine 6 and is used to lead out a part of the high-temperature combustion gas in the combustion chamber to the head of the supercavitating vehicle. Referring to Figure 4, at the end of the air intake pipe 1, there is a side wall connecting pipe 7 that penetrates the side wall of the front section housing 2. That is, a part of the high-temperature gas led out by the air intake pipe 1 finally passes through the side wall connecting pipe 7 and is led out from the head side wall of the front section housing 2, entering the external fluid domain of the head of the supercavitating vehicle. At the front of the front section housing 2, there is a head cavitator 16, which is used to generate a low-pressure area around the head of the supercavitating vehicle. At this time, combined with the high-temperature gas entering the external fluid domain of the head of the supercavitating vehicle, the high-temperature gas accumulates and forms an aeration cavity covering the entire supercavitating vehicle, realizing the isolation of the surface of the supercavitating vehicle from water during navigation, significantly reducing the surface friction resistance of the supercavitating vehicle (the surface friction resistance of a streamlined vehicle usually accounts for about 70% of the total resistance), and a great speed gain can be obtained, ultimately realizing high-speed and long-range navigation; the engine 6 is a solid propellant engine. The solid propellant engine has a simple structure, high reliability, and the solid fuel has stable chemical properties and can be stored in a sealed state for a long time. Compared with the water ramjet engines that are currently used more frequently in supercavitating vehicles, the technology is more mature, the use is more stable and reliable, and the maintenance frequency is less. Refer to Figure 6 , the engine 6 includes a main body and a tail nozzle 12 that are connected to each other. The main body is used to form a combustion chamber and accommodate the propellant column 15, and the tail nozzle 12 is used to guide the combustion flame to form a directional thrust. Refer to Figure 7 , the tail nozzle 12 includes a throat 1202 and a diffuser section 1203 arranged in sequence. The throat 1202 is used to accelerate the flame to achieve sonic flow of the flame, and the diffuser section 1203 is used to further accelerate the sonic flow flame to make it a supersonic flow flame, thereby realizing efficient energy conversion and maximizing the thrust. Preferably, a converging section 1201 is also provided upstream of the throat 1202. The converging section 1201 is used to pre-compress and accelerate the combustion flame, accelerating the high-temperature and high-pressure gas in the combustion chamber to subsonic speed. The converging section 1201, the throat 1202, and the diffuser section 1203 achieve efficient energy conversion and maximize the thrust by controlling the gas expansion process. Refer to Figure 3, this supercavitating vehicle further includes a water inlet passage 17 disposed on the head cavitator 16, an air duct passage 18 covering the outer wall of the air duct 1, a transition passage 19, an engine main body passage 20 covering the outer wall of the main body of the engine 6, and a nozzle passage 21 covering the outer wall of the nozzle 12, which are connected in sequence. At this time, since the water inlet passage 17 is disposed on the head cavitator 16, the air duct passage 18 covers the outer wall of the air duct 1, the engine main body passage 20 covers the outer wall of the main body of the engine 6, and the nozzle passage 21 covers the outer wall of the nozzle 12, therefore, during the process of water flowing through the water inlet passage 17, the air duct passage 18, the engine main body passage 20, and the nozzle passage 21 in sequence, the head cavitator 16, the air duct 1, the outer wall of the main body of the engine 6, and the outer wall of the nozzle 12 are cooled by heat exchange in sequence, so as to solve the thermal protection problem of the above components through water flow and improve the reliability of the supercavitating vehicle; in addition, since the outer wall size of the air duct 1 is smaller than the outer wall of the main body of the engine 6, the size of the air duct passage 18 is also smaller than the size of the engine main body passage 20, and the transition passage 19 is used to connect the air duct passage 18 and the engine main body passage 20. At this time, since the temperature of the main body of the engine 6 is higher than the temperature of the air duct 1, the air duct passage 18 and the engine main body passage 20 also exactly meet their corresponding cooling requirements. Specifically, the cross-sectional area of the air duct passage 18 is small, and the water flow velocity inside is fast. At this time, the contact time between the water and the air duct 1 is short, and the heat of the high heat flux density area of the air duct 1 can be quickly taken away. When the water enters the engine main body passage 20 through the transition passage 19, since the cross-sectional area of the engine main body passage 20 is large, the water flow velocity inside slows down, and the heat exchange with the outer wall of the main body of the engine 6 is more sufficient, so as to ensure that both the main body of the engine 6 and the air duct 1 can meet the thermal protection requirements; the nozzle passage 21 includes a plurality of sub-channels 14 arranged in a circular array around the axis of the nozzle 12. Refer to Figures 6 - 8 , the nozzle passage 21 can be entirely composed of sub-channels 14, that is, after the engine main body passage 20 extends backward, it can be directly separated into a plurality of sub-channels 14. Refer to Figures 13 - 15 , the nozzle passage 21 can also include an annular passage and a plurality of sub-channels 14. At this time, the annular passage is covered on the outer wall of the nozzle 12, which can improve the cooling effect of the nozzle 12, and the downstream of the annular passage is separated into a plurality of sub-channels 14. Refer to Figure 7, the ends of several sub-channels 14 are led out from the wall surface of the diffuser section 1203, that is, the outlets of the sub-channels 14 are arranged on the side wall of the diffuser section 1203. At this time, the water entering the tail nozzle 12 is mixed with the high-temperature gas generated by the combustion of the grain 15 in the engine 6. Part or all of the water evaporates into water vapor. The mixture of high-temperature gas, water vapor and the remaining water replaces the original single high-temperature gas to do work and provides thrust for the supercavitating vehicle, increasing the thrust of the supercavitating vehicle. Specifically, the water flowing from the sub-channels 14 into the diffuser section 1203 is used for thrust augmentation of the supercavitating vehicle. At this time, the generated thrust increases significantly. In addition, when the water entering the tail nozzle 12 contacts the high-temperature gas, the water is heated and evaporated to form water vapor. The water vapor increases the working medium for the engine to do work. The water vapor and the high-temperature gas form a mixture. The temperature of the mixture is lower than that of the single high-temperature gas, and the density is much greater than that of the single high-temperature gas, which is equivalent to an increase in the energy quality of the working gas. Part of the energy that was originally directly discharged from the tail nozzle 12 with the single high-temperature gas is converted into the internal energy of the mixture to participate in the work of the engine 6 to provide thrust, enhancing the energy utilization efficiency of the engine. At this time, the air intake pipeline channel 18, the transition channel 19, the engine main body channel 20 and the tail nozzle channel 21 are not only used to cool the heat-generating components of the supercavitating vehicle, but also used for thrust augmentation of the supercavitating vehicle; in an ideal state, the water absorbs heat and evaporates after passing through the air intake pipeline channel 18, the transition channel 19, the engine main body channel 20 and the tail nozzle channel 21, and is pure water vapor when flowing out from the outlet of the sub-channels 14. The completely vaporized water vapor is mixed with the high-temperature gas, and there is no residual water inlet in the mixture. At this time, the temperature and thrust of the mixture will not be reduced, and the energy utilization efficiency of the engine 6 is the highest, and the thrust augmentation effect is the best. At this time, the air intake pipeline channel 18, the transition channel 19, the engine main body channel 20 and the tail nozzle channel 21 are not only used to cool the heat-generating components of the supercavitating vehicle, but also used to convert water into water vapor, thereby providing the best thrust augmentation effect; reference Figure 6 and Figure 15, a main control valve 11 is provided on each sub-channel 14. The main control valve 11 preferably adopts a solenoid valve. The main control valve 11 controls the on-off and / or channel area of the sub-channel 14. The on-off and / or channel area of several sub-channels 14 is controlled by several main control valves 11, and the water flow rate flowing into the diffuser section 1203 of several sub-channels 14 is controlled. The water inflow of several sub-channels 14 controls the tail flame angle of the diffuser section 1203, generates a control torque on the supercavitating vehicle, and realizes the thrust vector control of the supercavitating vehicle. That is, when the water inflows of several sub-channels 14 are completely the same (including all main control valves 11 are closed and the water inflows of several sub-channels 14 are zero), the supercavitating vehicle sails straight. When the water inflow of one or more sub-channels 14 is inconsistent with the water inflows of other symmetric sub-channels 14, the water inflows of multiple sub-channels 14 deflect the tail flame of the diffuser section 1203, realizing the deflected sailing of the supercavitating vehicle. At this time, the tail nozzle channel 21 and the main control valve 11 can realize the direction control of the supercavitating vehicle. For direction control, when all the substances entering the diffuser section 1203 are water vapor, the water of the same mass entering the water inlet channel 17 deforms the flow field structure in the diffuser section 1203 more greatly, generates a larger and more stable control torque, and is more likely to realize stable thrust vector control.

[0015] For the supercavitating vehicle provided by the present invention, since the gas supply pipeline 1 diverts high-temperature gas from the combustion chamber of the engine 6 as the gas source for generating ventilation cavities of the head cavitator 16, it solves the problem that a conventional supercavitating vehicle needs to carry a gas generator, reducing the load carried by the vehicle; by adding a water inlet channel 17, a gas supply pipeline channel 18, an engine main body channel 20 and a tail nozzle channel 21, on the one hand, it can cool components with high heat protection requirements such as the head cavitator 16, the gas supply pipeline 1, the main body of the engine 6 and the tail nozzle 12 of the engine 6 to achieve its heat protection. On the other hand, the water finally flows into the diffuser section 1203 of the tail nozzle 12, improving the thrust of the supercavitating vehicle and the energy utilization efficiency of the engine. At this time, after heat exchange, the water absorbs heat, which can further ensure the improvement effect of the thrust of the supercavitating vehicle. On the other hand, several sub-channels 14 arranged in a circular array around the axis of the tail nozzle 12 are provided on the tail nozzle channel 21, and the main control valve 11 arranged in the sub-channels 14 makes water and water vapor the working medium for thrust vector control, introducing fluid thrust vector control, solving the problems of complex structure, unstable cavitation stability and control torque caused by rudder wings in the traditional supercavitating vehicle using rudder control as the underwater control method for high-speed vehicles, and improving the control efficiency and maneuverability of the supercavitating vehicle. That is, the present invention realizes the comprehensive functions of directly absorbing the water in front of the supercavitating vehicle during the sailing process of the supercavitating vehicle to cool, increase the thrust and perform thrust vector control on the supercavitating vehicle.

[0016] Taking the existing similar vehicle (Chinese Invention Patent CN117141691B - An underwater high-speed vehicle with a side jet attitude control engine) as a comparative scheme for comparison, this supercavitating vehicle has the following significant improvements: 1. The engine adopted in the comparative scheme is a water ramjet engine. The water intake reacts with the rich-burn gas generated by the solid fuel in the water reaction combustion chamber to produce a mixture of high-temperature gas and water vapor to provide power for the vehicle. However, the engine 6 adopted in this scheme is a solid propellant engine, and the technology is more mature. At the same time, since the comparative scheme needs to provide rich-burn gas first, an additional combustion chamber needs to be provided for the solid fuel section outside the water reaction combustion chamber, which increases the load carried by the vehicle and more thermal protection problems need to be considered. In this supercavitating vehicle, the water entering from the water intake channel 17 combines with the high-temperature gas in the diffuser section 1203 of the tail nozzle 12. To realize the improvement of the engine 6 itself, only by opening the sub-channel 14 on the basis of the engine 6 can it be achieved. Compared with the comparative scheme, the design structure is simpler and the reliability is relatively high. Moreover, by the interaction of water and high-temperature gas, the thrust augmentation effect is achieved. Part of the internal energy that was originally directly discharged from the tail nozzle 12 with the high-temperature gas is converted into the internal energy of the mixture to participate in the work of the engine 6, thereby realizing thrust augmentation.

[0017] 2. For the heading control of the comparative scheme, a lateral jet attitude control engine is used to provide a control force perpendicular to the heading direction, which will not affect the axial thrust of the engine itself. The working state of the lateral jet attitude engine is controlled by a control valve, thereby generating a control moment on the vehicle. The disadvantage of this scheme is that when the lateral jet attitude control engine is working, the high-temperature gas may directly impact the cavity wall, affecting the cavity stability. At the same time, the control moment acting on the vehicle body consists of the thrust generated by the asymmetrically distributed high-temperature gas jet and the reaction force generated by the cavity wall on the vehicle body, which poses a greater requirement for stable control. In addition, the control valve of the comparative scheme is directly exposed to the action of high-temperature gas, and problems such as thermal damage and inability to work for a long time need to be considered. While for the heading control of this supercavitating vehicle, thrust vector control technology is adopted. By controlling the working state of the main control valve 11 of the thrust vector control structure, the water inflow in different directions is adjusted. The water interacts with the high-temperature gas, changing the internal flow field structure of the tail nozzle, causing the engine tail flame to deflect, thereby generating a control moment. This method will not affect the external cavity of the supercavitating vehicle at all and will not be affected by the reaction force of the cavity ratio on the vehicle. At the same time, the water passing through the main control valve 11 performs both thrust augmentation and thrust vector control, with a higher utilization rate compared to the comparative scheme which is only used for heading control, and can further improve the thrust of the supercavitating vehicle and the energy utilization efficiency of the engine. In addition, the main control valve 11 is not arranged under high-temperature gas, which can ensure stable operation for a long time. In addition, the heading control methods of the comparative scheme and this supercavitating vehicle are different. When the comparative scheme does not require heading control, the circumferentially arranged lateral jet attitude control engines are all turned off; when the lateral jet attitude control engine in one direction is working, the lateral control moment is provided by the high-temperature gas mixture on that side. When this scheme does not require heading control, the main control valve 11 of the thrust vector control structure can be fully opened, and at this time all the water inflow only plays a role in thrust augmentation. When the main control valve 11 in one direction is closed or adjusted to a small value, the water on the opposite side interacts with the high-temperature gas, and the internal flow field of the nozzle deflects towards that side, and the control moment is provided by the high-temperature gas mixture on the opposite side.

[0018] 3. When this supercavitating vehicle sails, the water inlet channel 17 is provided on the head cavitator 16, the air intake pipe channel 18 is wrapped around the outer wall of the air intake pipe 1, the engine main body channel 20 is wrapped around the outer wall of the main body of the engine 6, and the tail nozzle channel 21 is wrapped around the outer wall of the tail nozzle 12. While playing a role in thermal protection, when the water reaches the diffuser section 1203 of the tail nozzle 12, the temperature rises and even becomes steam during the process of increasing thrust and thrust vector control. From the perspective of energy utilization efficiency, when there is no water inlet or the water inlet does not participate in heat exchange, all the internal energy of the high-temperature gas is directly discharged from the tail nozzle 12 of the engine 6. When the water inlet participates in cooling, part of the internal energy is absorbed by the water inlet, causing the temperature of the water to rise or even completely evaporate into water vapor when it reaches the diffuser section 1203 of the tail nozzle 12. The mixture gas replaces the high-temperature gas to do work and provides thrust for the engine, which is equivalent to an increase in the energy quality of the working medium for the engine to do work, improving the energy utilization efficiency of the engine 6. In an ideal state, the water entering the diffuser section 1203 is completely vaporized and mixed with the high-temperature gas, and there is no residual water in the mixture gas. At this time, the energy utilization efficiency of the engine 6 is the highest and the thrust increase effect is the best. For direction control, when the water evaporates into water vapor, the same mass of water causes a greater deformation of the flow field structure in the nozzle, generating a greater and more stable control moment, making it easier to achieve stable thrust vector control.

[0019] 4. Compared with the comparative scheme, this supercavitating vehicle realizes stable cavitation maintenance, thrust increase, and improvement of control efficiency and maneuverability during the underwater high-speed movement of the supercavitating vehicle by integrating structures and technologies such as gas-draining cavitation, water inlet cooling, thrust increase, and thrust vector control. The working state is relatively more stable, and the adaptability to complex underwater environments is better. At the same time, due to the integrated design of each functional part of the supercavitating vehicle, the supercavitating vehicle needs to carry less load, leaving more space for effective loads such as other supporting equipment.

[0020] 5. Compared with the comparative scheme, this supercavitating vehicle can meet the requirements of long endurance and long voyage, and achieve an increase in the energy utilization efficiency of the engine and an increase in thrust.

[0021] In one of the embodiments, refer to Figure 5, the transition channel 19 is a funnel-shaped expansion structure, which realizes a smooth flow velocity transition of the water flow from the air intake pipe channel 18 to the engine main body channel 20, avoiding the problems of large flow resistance and chaotic flow field caused by the sudden change of the size from narrow to wide between the air intake pipe channel 18 and the engine main body channel 20. At the same time, the cross-sectional area of the expansion structure can gradually reduce the flow velocity, so that the water flow can be fully mixed before entering the engine main body channel 20, reducing the temperature stratification of the water after absorbing heat from the air intake pipe 1, and improving the overall heat transfer uniformity. Preferably, the included angle between the wall surface of the transition channel 19 and the axis of the air intake pipe 1 is 40°-50°, which can ensure the smoothness of the water flow. Further preferably, the included angle between the wall surface of the transition channel 19 and the axis of the air intake pipe 1 is 45°.

[0022] In one embodiment, both ends of the transition channel 19 are in arc transition with the air intake pipe channel 18 and the engine main body channel 20 respectively, further reducing the flow pressure loss, and at the same time reducing the stress concentration at the connection of both ends of the transition channel 19 and improving the structural strength.

[0023] In one embodiment, refer to Figure 4 , the water inlet channel 17 is located upstream of the side wall connecting pipe 7. At this time, the water inlet of the water inlet channel 17 and the high-temperature gas entering the head of the supercavitating vehicle through the air intake pipe 1 are independent, which can avoid the high-temperature gas affecting the water intake of the water inlet channel 17 and ensure the formation of the cavity at the same time.

[0024] In one embodiment, refer to Figure 4, the head cavitator 16 includes a cylinder body 1601 and an outwardly convex ring plate 1602 disposed outside the front end of the cylinder body 1601. The outwardly convex ring plate 1602 is used to form a negative pressure area at the head of the supercavitating vehicle. The inside of the cylinder body 1601 is hollow to form a water inlet passage 17. At this time, the size of the water inlet passage 17 can be ensured to meet a high water inflow. Compared with the comparative scheme, both schemes utilize the dynamic pressure generated during the movement of the vehicle to achieve water inlet. The difference is that the water inlet structure of the comparative scheme directly connects the water reaction combustion chamber from the head cavitator, and the water inflow depends on the radius of the water inlet pipe in the head cavitator and the working pressure of the water reaction combustion chamber. The water inlet of this scheme is not affected by the combustion chamber pressure, and the influence of the diffuser section 1203 of the tail nozzle 12 is much smaller than that of the combustion chamber pressure. During the process of the water finally spraying obliquely downstream of the diffuser section 1203, the influence of the diffuser section 1203 on the water inlet is even smaller. Therefore, it is easier to intake water compared with the existing scheme. In addition, at low vehicle speeds such as during the start-up phase, the dynamic pressure generated by the comparative scheme may be relatively lower than the combustion chamber pressure, resulting in problems such as unstable water inlet or even reverse transport of high-temperature gas along the water inlet pipe. Through calculation, it is determined that this supercavitating vehicle can generate sufficient dynamic pressure at the designed underwater operating speed of 100 m / s. Through numerical simulation, it is determined that the pressure at the end of the tail nozzle passage 21 at the diffuser section 1203 of the tail nozzle 12 is less than the dynamic pressure considering flow losses, ensuring sufficient water inlet to achieve cooling and thrust vector control under variable speed conditions. The water inlet structure of this supercavitating vehicle works more stably and will not have problems such as inability to intake water or even gas backflow caused by the engine combustion chamber pressure being greater than the dynamic pressure generated by the high-speed movement of the vehicle.

[0025] In one embodiment, referring to Figure 5 , the rear section of the cylinder body 1601 extends to the transition passage 19 and expands outward to form an outward expansion plate 8. The outward expansion plate 8 serves as the outer wall of the transition passage 19, and the rear section of the outward expansion plate 8 is fixedly connected to the front end of the main body of the engine 6. Preferably, the outward expansion plate 8 and the cylinder body 1601 are integrally formed to ensure structural strength; referring to Figure 5 , the air intake pipe 1 extends from the front end of the main body of the engine 6 to the front side of the front section housing 2. The air intake pipe 1 and the inner wall of the cylinder body 1601 enclose to form an air intake pipe passage 18. Inner expansion plates 9 are provided on the inner wall of the air intake pipe 1 and the front end of the main body of the engine 6. A transition passage 19 is formed at an interval between the inner expansion plates 9 and the outward expansion plate 8. In this embodiment, the inner wall of the air intake pipe passage 18 is directly the air intake pipe 1, which can ensure the heat exchange effect and reduce the structural complexity of the air intake pipe passage 18.

[0026] In one embodiment, referring to Figure 3 , the front section housing 2 is a conical housing to reduce the navigation resistance. The large end of the front section housing 2 is fixedly connected to the front end of the main body of the engine 6, and the small end is fixedly connected to the outer wall of the front section of the cylinder body 1601.

[0027] In one embodiment, referring to Figure 3 , this supercavitating vehicle further includes a middle connecting section 3, a rear-section housing 4, and a tail-section housing 10. The front-section housing 2, the middle connecting section 3, the rear-section housing 4, and the tail-section housing 10 are fixedly connected in sequence. The main body of the engine 6 is arranged inside the rear-section housing 4, and the tail nozzle 12 of the engine 6 is arranged inside the tail-section housing 10. A main-engine passage 20 is formed at an interval between the inner wall of the rear-section housing 4 and the outer wall of the main body of the engine 6, and a tail-nozzle passage 21 is formed at an interval between the inner wall of the tail-section housing 10 and the outer wall of the tail nozzle 12. In this embodiment, there is no need to open too many passages on the existing engine 6, which can reduce the degree of improvement of the engine 6. The middle connecting section 3 is used to connect the front-section housing 2 and the rear-section housing 4, referring to Figure 10 , and a water passage hole 301 and an air-introducing hole 302 are arranged on the middle connecting section 3. The water passage hole 301 is used to connect the transition passage 19 and the main-engine passage 20, and the air-introducing hole 302 is used for the air-introducing pipeline 1 to enter the front-section housing 2. At this time, both the inner expansion plate 9 and the outer expansion plate 8 are communicated with the air-introducing hole 302 on the middle connecting section 3.

[0028] In one embodiment, referring to Figure 6 , when the tail-nozzle passage 21 is entirely composed of sub-channels 14, a thrust-vector control section 5 is further arranged between the rear-section housing 4 and the tail-section housing 10. The thrust-vector control section 5 is used to connect the rear-section housing 4 and the tail-section housing 10, and an installation cavity 501 for installing the main control valve 11 is arranged inside the thrust-vector control section 5. At this time, the main control valve 11 can be away from the heat source on the engine 6, improving its service stability. In this embodiment, the tail-nozzle passage 21 is entirely composed of sub-channels 14, that is, a plurality of sub-channels 14 are directly communicated with the main control valve 11 inside the thrust-vector control section 5. In other embodiments, referring to Figures 16 - 18 , when the tail-nozzle passage 21 is entirely composed of sub-channels 14, the thrust-vector control section 5 may not be arranged. At this time, the main control valve 11 is directly arranged inside the sub-channel 14.

[0029] In one embodiment, referring to Figures 6 - 7 , the tail-nozzle passage 21 includes a parallel section 2101 and a bent section 2102 arranged in sequence along the direction from the air-introducing pipeline passage 18 to the diffusion section 1203. The bent section 2102 extends from the wall surface of the diffusion section 1203 obliquely to the axis of the tail nozzle 12. At this time, when the tail-nozzle passage 21 is entirely composed of sub-channels 14, the sub-channel 14 includes a parallel section 2101 and a bent section 2102. Referring to Figures 13 - 15When the nozzle passage 21 includes an annular passage and a plurality of sub-passages 14, the bent section 2102 is provided at the end of the sub-passage 14, and the upstream sections of the annular passage and the sub-passage 14 are both parallel sections 2101. Preferably, the parallel section 2101 is formed by the interval between the inner wall of the tail section housing 10 and the outer wall of the nozzle 12. Only a plurality of bent sections 2102 need to be provided on the side wall of the nozzle 12. At this time, the improvement of the entire supercavitating vehicle to the engine 6 only needs to provide a plurality of bent sections 2102 on the side wall of the nozzle 12, and the improvement to the conventional engine 6 is very small. Specifically, refer to Figure 7 A plurality of bent sections 2102 are through-hole 13 structures provided on the side wall of the nozzle 12. In this embodiment, by providing the bent section 2102, water and water vapor can enter the diffusion section 1203 obliquely toward the flame injection direction, which can reduce the influence of the flame in the diffusion section 1203 on the incoming water and ensure that there is sufficient incoming water to achieve cooling and thrust vector control under variable speed conditions.

[0030] In one embodiment, refer to Figure 7 The included angle between the axis of the bent section 2102 and the axis of the nozzle 12 is 65°-75°, which ensures smooth flow on the basis of reducing flow resistance. Preferably, the included angle between the axis of the bent section 2102 and the axis of the nozzle 12 is 68°.

[0031] In one embodiment, refer to Figure 7 The outlet of the bent section 2102 is located at 1 / 3 of the diffusion section 1203 close to the throat 1202 direction, which can ensure the thrust increasing effect of water and water vapor and the thrust vector control ability, and can also prevent water from being too close to the throat 1202 and affecting the acceleration effect of high-temperature gas.

[0032] In one embodiment, refer to Figure 9 The number of sub-passages 14 is set to 6-10. The more the number of sub-passages 14 is set, the more accurate the direction control can be achieved, but the corresponding number of main control valves 11 is also more. Preferably, the number of sub-passages 14 is set to 8, which can ensure the direction control accuracy while avoiding too many main control valves 11 and ensuring the simplicity and reliability of the structure.

[0033] The present invention also provides a method for a supercavitating vehicle to navigate. Using the above-mentioned supercavitating vehicle, it includes the following steps: The engine 6 drives the supercavitating vehicle to navigate underwater. Specifically, the propellant grain 15 in the combustion chamber of the engine 6 burns, and the high-temperature and high-pressure gas is ejected through the tail nozzle 12 to generate thrust, pushing the cavitating vehicle to navigate underwater; The head cavitator 16 generates a low-pressure area. Part of the high-temperature gas in the engine 6 flows out to the external flow field of the supercavitating vehicle through the air intake pipeline 1 from the sidewall connecting pipe 7. The low-pressure area and the high-temperature gas flowing out to the external flow field cooperate to form an aerated cavity covering the entire supercavitating vehicle; Water enters through the water inlet channel 17 of the head cavitator 16, and the water sequentially passes through the air intake pipeline channel 18, the transition channel 19, the engine main body channel 20, and the tail nozzle channel 21, and finally flows out from the diffuser section 1203; During the flow process, the water cools the head cavitator 16, the air intake pipeline 1, the main body of the engine 6, and the tail nozzle 12 of the engine 6 by water cooling in sequence, and the temperature of the water rises after heat exchange and even partially turns into water vapor; The water entering the tail nozzle 12 is mixed with the high-temperature gas generated by the combustion of the propellant grain 15 in the engine 6, and part or all of the water evaporates into water vapor. The mixture of high-temperature gas, water vapor, and the remaining water replaces the original single high-temperature gas to do work to provide thrust for the vehicle, increasing the thrust of the vehicle; The on-off and / or channel area of several sub-channels 14 are controlled by several main control valves 11, and the water flow rate flowing into the diffuser section 1203 of several sub-channels 14 is controlled. The water inflow of several sub-channels 14 controls the tail flame angle of the diffuser section 1203, generating a control moment on the supercavitating vehicle to achieve thrust vector control of the supercavitating vehicle.

[0034] Through numerical simulation of the supercavitating vehicle provided by the present invention, specifically as follows: A three-dimensional axisymmetric model of the solid propellant engine carried by the supercavitating vehicle is used to simulate the influence of water intake on the engine performance. The model mesh is as Figure 21As shown in the figure. The combustion chamber of the engine 6 has a diameter of 72 mm and a length of 397.07 mm. The diameter of the throat 1202 is 8.19 mm, and the outlet diameter of the diffuser section 1203 is 36 mm. The inner wall of the combustion chamber is set as the pressure inlet condition, the inner wall of the nozzle 12 is set as the wall boundary condition, and the outlet of the nozzle 12 is set as the pressure outlet condition. The water inlet of the diffuser section 1203 is set as the mass flow inlet condition, which is located at 1 / 3 of the diffuser section length from the throat 1202. The entire computational domain is meshed with structured grids, and the grids in the core areas such as the converging section 1201, the throat 1202, and the diffuser section 1203 are encrypted. To study the influence of water injection on the engine performance, the outlet section of the nozzle 12 of the engine 6 is selected as the monitoring surface to obtain the working parameters of the internal flow field of the engine 6. Numerical simulations are carried out on the underwater performance of the engine 6 with and without water injection respectively. Two engine operating states are designed, with the combustion chamber pressure P being 13.8 MPa, the combustion chamber temperature T being 2600 K, the ambient back pressure Pb being the equivalent pressure of 10 m water depth, i.e., 0.1 MPa, and the water injection mass flow rate being 7 kg / s. See the following table for the specific calculation conditions: where the pressure ratio is defined as the ratio of the combustion chamber pressure P to the ambient back pressure Pb.

[0035]

[0036] Among them, P represents the pressure of the combustion chamber during engine operation; T represents the temperature of the high-temperature gas generated during engine operation; represents the water injection mass flow rate entering the nozzle from the diffuser section under the water injection condition; Pb represents the ambient pressure during engine operation, which is selected as the equivalent pressure of 10 m water depth here; the pressure ratio , is defined as the ratio of the combustion chamber pressure P to the ambient back pressure Pb. It can be seen from the table that by keeping the environmental parameters and engine operating parameters consistent, by adjusting the water injection flow rate and observing the change of the engine operating characteristics, the thrust augmentation effect of the water injection scheme on the engine is determined.

[0037] Specifically: in the case of no water injection, the parameters of the stable operating state of the engine are as Figures 22 - 25 shown: it can be seen from the figure that when the engine is operating stably, the pressure at the outlet section of the nozzle 12 is 1.17 ×105 Pa, and the speed is 1970 m / s. At this time, the working parameters at the nozzle outlet section have all reached a stable state, generating a constant thrust. The working parameters of the outlet section of the nozzle 12 are as Figures 26 - 29 shown: it can be seen from the figure that after reaching a certain number of iterations, the engine enters a stable operating state. At this time, the working parameters at the outlet section of the nozzle 12 all remain constant, and the engine generates a constant thrust. Through theoretical thrust calculation, the stable operating thrust of the engine 6 without water injection is 2133.61 N: When there is an inlet water condition: The parameters of the engine in a stable operating state are as Figures 30 - 34 shown: As can be seen from the figure, after the engine 6 operates for a period of time under the inlet water condition, the internal flow field is basically stable. At this time, the parameters of the axial section of the tail nozzle 12 basically remain constant. The operating parameters of the nozzle outlet section are as Figures 35 - 39 shown: As can be seen from the figure, after operating for a period of time, the engine 6 basically reaches a stable operating state. Except for periodic small oscillations, the parameters of the outlet section of the tail nozzle 12 basically remain constant. At this time, the tail nozzle 12 generates a constant thrust. Through theoretical thrust calculation, the stable operating thrust of the engine without the inlet water condition is 2785.30 N: The theoretical thrust increase is 30.5%, which greatly improves the thrust of the engine of the supercavitating vehicle, meeting the expected effect of the present invention.

[0038] Reference Figures 1 - 20 , the present invention also provides a cooling structure for cooling the supercavitating vehicle. Different from the above-mentioned supercavitating vehicle, this cooling structure is mainly for the structural cooling of the supercavitating vehicle, and the thrust augmentation structure and the thrust vector control structure are not limited. In this embodiment, the supercavitating vehicle includes an engine 6 and a front section housing 2 arranged in sequence. A gas supply pipeline 1 that penetrates to the front end of the front section housing 2 is provided at the front end of the main body of the engine 6. A side wall connecting pipe 7 that penetrates the side wall of the front section housing 2 is provided at the end of the gas supply pipeline 1. That is, a part of the high-temperature gas led out by the gas supply pipeline 1 finally passes through the side wall connecting pipe 7 and is led out from the side wall of the head of the front section housing 2 and enters the external fluid domain of the head of the supercavitating vehicle. A head cavitator 16 is provided at the front part of the front section housing 2. The head cavitator 16 is used to generate a low-pressure area around the head of the supercavitating vehicle. At this time, combined with the high-temperature gas entering the external fluid domain of the head of the supercavitating vehicle, the high-temperature gas accumulates and forms an aerated cavitation covering the entire supercavitating vehicle, realizing the isolation of the surface of the supercavitating vehicle from water during navigation, significantly reducing the surface friction resistance of the supercavitating vehicle (the surface friction resistance of a streamlined vehicle usually accounts for about 70% of the total resistance), and a great speed gain can be obtained, ultimately realizing high-speed and long-range navigation; the cooling structure includes a water inlet channel 17 provided on the head cavitator 16, an air supply pipeline channel 18 covering the outer wall of the gas supply pipeline 1, a transition channel 19, an engine main body channel 20 covering the outer wall of the main body of the engine 6, and a tail nozzle channel 21 covering the outer wall of the tail nozzle 12 that are connected in sequence. It should be noted that, reference Figure 18 , at this time, the outlet of the tail nozzle channel 21 can directly flow out from the end wall of the tail nozzle 12. Reference Figure 20 , the outlet of the tail nozzle channel 21 can also flow out from the wall surface of the diffuser section 1203, and the specific is not limited.

[0039] For the cooling structure provided by the present invention, since the water inlet channel 17 is arranged on the head cavitator 16, the gas guiding pipeline channel 18 is coated on the outer wall of the gas guiding pipeline 1, the engine main body channel 20 is coated on the outer wall of the main body of the engine 6, and the nozzle channel 21 is coated on the outer wall of the nozzle 12. Therefore, during the process that water flows through the water inlet channel 17, the gas guiding pipeline channel 18, the engine main body channel 20 and the nozzle channel 21 in sequence, heat exchange cooling is performed on the head cavitator 16, the outer wall of the gas guiding pipeline 1, the outer wall of the main body of the engine 6 and the outer wall of the nozzle 12 in sequence, so as to solve the thermal protection problem of the above components through water flow and improve the reliability of the supercavitating vehicle. In addition, since the outer wall size of the gas guiding pipeline 1 is smaller than the outer wall of the main body of the engine 6, the size of the gas guiding pipeline channel 18 is also smaller than the size of the engine main body channel 20. The transition channel 19 is used to connect the gas guiding pipeline channel 18 and the engine main body channel 20. At this time, since the temperature of the main body of the engine 6 is higher than the temperature of the gas guiding pipeline 1, the gas guiding pipeline channel 18 and the engine main body channel 20 also exactly meet their corresponding cooling requirements. Specifically, the cross-sectional area of the gas guiding pipeline channel 18 is small, and the water flow velocity inside is fast. At this time, the contact time between the water and the gas guiding pipeline 1 is short, and the heat in the high heat flux density area of the gas guiding pipeline 1 can be quickly taken away. When the water enters the engine main body channel 20 through the transition channel 19, due to the large cross-sectional area of the engine main body channel 20, the water flow velocity inside slows down, and heat exchange with the outer wall of the main body of the engine 6 is more sufficient, so as to ensure that both the main body of the engine 6 and the gas guiding pipeline 1 can meet the thermal protection requirements.

[0040] Compared with the comparative scheme, this cooling structure realizes stable cavitation maintenance and improvement of maneuverability during the underwater high-speed movement of the supercavitating vehicle through the integration of gas guiding cavitation and water inlet cooling, and the working state is relatively more stable. At the same time, since the cooling medium of the cooling structure comes from the navigation medium, the supercavitating vehicle does not need to carry the cooling medium, which can ensure that the supercavitating vehicle needs to carry less load and reserve more space for effective loads such as other supporting equipment.

[0041] In one embodiment, the transition channel 19 is a funnel-shaped expansion structure, and the included angle between the wall surface of the transition channel 19 and the axis of the gas guiding pipeline 1 is 40°-50°, which can ensure the smoothness of water flow. Further preferably, the included angle between the wall surface of the transition channel 19 and the axis of the gas guiding pipeline 1 is 45°.

[0042] In one embodiment, the water inlet channel 17 is located upstream of the side wall connecting pipe 7. At this time, the water inlet of the water inlet channel 17 and the high-temperature gas entering the head of the supercavitating vehicle through the gas guiding pipeline 1 are independent, which can avoid the high-temperature gas affecting the water inflow of the water inlet channel 17 and ensure the formation of cavitation at the same time.

[0043] In one embodiment, the head cavitator 16 includes a cylinder body 1601 and an outwardly convex ring plate 1602 provided on the outer side of the front end of the cylinder body 1601. The outwardly convex ring plate 1602 is used to form a negative pressure area at the head of the supercavitating vehicle. The interior of the cylinder body 1601 is hollow to form a water inlet passage 17. At this time, the size of the water inlet passage 17 can be ensured to meet a high water inflow. Compared with the comparative scheme, the comparative scheme cannot achieve the cooling of the engine, and the thermal protection of the engine wall can only be achieved through the heat resistance of its material. In addition, both of its two schemes use the dynamic pressure generated during the movement of the vehicle to achieve water inlet. The difference is that the water inlet structure of the comparative scheme is directly connected to the water reaction combustion chamber from the head cavitator, and the water inflow depends on the radius of the water inlet pipe in the head cavitator and the working pressure of the water reaction combustion chamber. The water inlet of this scheme is not affected by the combustion chamber pressure. When the outlet of the tail nozzle passage 21 is directly connected to the downstream end of the tail nozzle 12, the water inlet pressure of the water inlet passage 17 is zero. When the outlet of the tail nozzle passage 21 is provided on the wall surface of the diffuser section 1203, the water inlet pressure of the water inlet passage 17 is also far lower than the influence of the combustion chamber pressure due to the influence of the diffuser section 1203 of the tail nozzle 12. During the process of the water finally spraying obliquely downstream of the diffuser section 1203, the influence of the diffuser section 1203 on the water inlet is even smaller. Therefore, it is easier to inlet water compared with the existing scheme. In addition, when the speed of the vehicle is relatively low, such as in the startup stage, the dynamic pressure generated by the comparative scheme may be relatively lower than the combustion chamber pressure, resulting in problems such as unstable water inlet or even reverse transport of high-temperature gas along the water inlet pipe. After calculation, it is determined that the supercavitating vehicle can generate sufficient dynamic pressure at the designed underwater operating speed of 100 m / s. Through numerical simulation, it is determined that the pressure at the end of the tail nozzle passage 21 at the diffuser section 1203 of the tail nozzle 12 is less than the dynamic pressure considering flow losses, ensuring that there is still sufficient water inlet to achieve cooling under variable speed conditions. Generally speaking, the water inlet structure of this supercavitating vehicle works more stably and will not have problems such as inability to inlet water or even gas backflow caused by the combustion chamber pressure of the engine being greater than the dynamic pressure generated by the high-speed movement of the vehicle.

[0044] In one embodiment, the rear section of the cylinder body 1601 extends to the transition passage 19 and expands outward to form an outward expansion plate 8. The outward expansion plate 8 serves as the outer wall of the transition passage 19, and the rear section of the outward expansion plate 8 is fixedly connected to the front end of the main body of the engine 6. Preferably, the outward expansion plate 8 and the cylinder body 1601 are integrally formed, which can ensure the structural strength. The air intake pipe 1 extends from the front end of the main body of the engine 6 to the front side of the front section housing 2. The air intake pipe 1 and the inner wall of the cylinder body 1601 enclose to form an air intake pipe passage 18. Inner expansion plates 9 are provided on the inner wall of the air intake pipe 1 and the front end of the main body of the engine 6. A transition passage 19 is formed at an interval between the inner expansion plates 9 and the outward expansion plate 8. In this embodiment, the inner wall of the air intake pipe passage 18 is directly the air intake pipe 1, which can ensure the heat exchange effect and reduce the structural complexity of the air intake pipe passage 18.

[0045] In one embodiment, the front-section housing 2 is a conical housing, thereby reducing the navigation resistance. The large end of the front-section housing 2 is fixedly connected to the front end of the main body of the engine 6, and the small end is fixedly attached to the outer wall of the front section of the cylinder 1601.

[0046] In one embodiment, the supercavitating vehicle further includes a middle connecting section 3, a rear-section housing 4, and a tail-section housing 10. The front-section housing 2, the middle connecting section 3, the rear-section housing 4, and the tail-section housing 10 are fixedly connected in sequence. The main body of the engine 6 is disposed within the rear-section housing 4, and the tail nozzle 12 of the engine 6 is disposed within the tail-section housing 10. A space is formed between the inner wall of the rear-section housing 4 and the outer wall of the main body of the engine 6 to form an engine main body passage 20, and a space is formed between the inner wall of the tail-section housing 10 and the outer wall of the tail nozzle 12 to form a tail nozzle passage 21. In this embodiment, there is no need to open too many passages on the existing engine 6, which can reduce the degree of improvement to the engine 6. When the downstream end of the tail nozzle 12 is directly connected to the outlet of the tail nozzle passage 21, the entire tail nozzle passage 21 is formed by the space between the inner wall of the tail-section housing 10 and the outer wall of the tail nozzle 12. At this time, no improvement needs to be made to the engine 6 for the entire cooling structure. The middle connecting section 3 is used to connect the front-section housing 2 and the rear-section housing 4, and a water passage hole 301 and an air intake hole 302 are provided on the middle connecting section 3. The water passage hole 301 is used to connect the transition passage 19 and the engine main body passage 20, and the air intake hole 302 is used for the intake pipe 1 to enter the front-section housing 2. At this time, both the inner expansion plate 9 and the outer expansion plate 8 are in communication with the air intake hole 302 on the middle connecting section 3.

[0047] In one embodiment, the engine 6 is a solid propellant engine. The nozzle 12 includes a throat 1202 and a diffuser section 1203 arranged in sequence. Preferably, the nozzle 12 further includes a converging section 1201 provided upstream of the throat 1202. The end of the nozzle passage 21 leads out from the wall surface of the diffuser section 1203. In this embodiment, the water entering the nozzle 12 is mixed with the high-temperature gas generated by the combustion of the grain 15 in the engine 6. Part or all of the water evaporates into water vapor. The mixture of high-temperature gas, water vapor and the remaining water replaces the original single high-temperature gas to do work and provides thrust for the supercavitating vehicle, increasing the thrust of the supercavitating vehicle. Specifically, the water flowing into the diffuser section 1203 from the sub-channel 14 is used for increasing the thrust of the supercavitating vehicle, and the thrust generated at this time increases significantly. In addition, when the water entering the nozzle 12 contacts the high-temperature gas, the water is heated and evaporated to form water vapor. The water vapor increases the working medium for the engine to do work. The water vapor and the high-temperature gas form a mixture, and the temperature of the mixture is lower than that of the single high-temperature gas, while the density is much greater than that of the single high-temperature gas, which is equivalent to an increase in the energy quality of the working gas. Part of the energy that was originally directly discharged from the nozzle 12 with the single high-temperature gas is converted into the internal energy of the mixture to participate in the work of the engine 6 to provide thrust, enhancing the energy utilization efficiency of the engine. At this time, the gas supply pipeline passage 18, the transition passage 19, the engine main body passage 20 and the nozzle passage 21 are not only used to cool the heating components of the supercavitating vehicle, but also used for increasing the thrust of the supercavitating vehicle. In an ideal state, the water absorbs heat and evaporates after passing through the gas supply pipeline passage 18, the transition passage 19, the engine main body passage 20 and the nozzle passage 21, and is pure water vapor when flowing out from the outlet of the sub-channel 14. The completely vaporized water vapor is mixed with the high-temperature gas, and there is no residual water in the mixture. At this time, the temperature and thrust of the mixture will not be reduced, and the energy utilization efficiency of the engine 6 is the highest and the thrust increasing effect is the best. At this time, the gas supply pipeline passage 18, the transition passage 19, the engine main body passage 20 and the nozzle passage 21 are not only used to cool the heating components of the supercavitating vehicle, but also used to convert water into water vapor, thereby providing the best thrust increasing effect.

[0048] In one embodiment, the nozzle channel 21 includes a plurality of sub-channels 14 arranged in an annular array with respect to the axis of the nozzle 12. Specifically, the nozzle channel 21 may be entirely composed of sub-channels 14, that is, after the engine main body channel 20 extends backward, it can be directly separated into a plurality of sub-channels 14. The nozzle channel 21 may also include an annular channel and a plurality of sub-channels 14. At this time, the annular channel is arranged to cover the outer wall of the nozzle 12, which can improve the cooling effect of the nozzle 12. The downstream of the annular channel is separated into a plurality of sub-channels 14, and the ends of the plurality of sub-channels 14 are led out from the wall surface of the diffuser section 1203, that is, the outlets of the sub-channels 14 are arranged on the side walls of the diffuser section 1203; a main control valve 11 is provided on each sub-channel 14. The main control valve 11 preferably adopts a solenoid valve. The main control valve 11 controls the on / off and / or channel area of the sub-channel 14. By controlling the on / off and / or channel area of the plurality of main control valves 11 for the plurality of sub-channels 14, the water flow rate flowing into the diffuser section 1203 through the plurality of sub-channels 14 is controlled. The water inflow of the plurality of sub-channels 14 controls the tail flame angle of the diffuser section 1203, generates a control moment on the supercavitating vehicle, and realizes the thrust vector control of the supercavitating vehicle. That is, when the water inflows of the plurality of sub-channels 14 are completely consistent, the supercavitating vehicle sails straight, and when the water inflow of one or more sub-channels 14 is inconsistent with the water inflows of other symmetric sub-channels 14, the water inflows of the multiple sub-channels 14 cause the tail flame of the diffuser section 1203 to deflect, realizing the deflection sailing of the supercavitating vehicle. At this time, the nozzle channel 21 and the main control valve 11 can realize the direction control of the supercavitating vehicle. For direction control, when all the substances entering the diffuser section 1203 are water vapor, the same mass of water entering the water inlet channel 17 deforms the flow field structure in the diffuser section 1203 more greatly, generates a larger and more stable control moment, and is more likely to realize stable thrust vector control.

[0049] The present invention also provides a cooling method for a supercavitating vehicle, using the above-mentioned cooling structure of the supercavitating vehicle; the supercavitating vehicle sails underwater, and the head cavitator 16 generates a low-pressure area. Part of the high-temperature gas in the engine 6 flows out from the side wall connecting pipe 7 through the air intake pipeline 1 to the external flow field of the head of the supercavitating vehicle. The low-pressure area and the high-temperature gas flowing out to the external flow field cooperate to form an aerated cavity covering the entire supercavitating vehicle; water enters through the water inlet channel 17 located at the head cavitator 16, and the water sequentially passes through the air intake pipeline channel 18, the transition channel 19, the engine main body channel 20, and the nozzle channel 21, and finally flows out from the nozzle channel 21, and sequentially performs water-cooling on the head cavitator 16, the air intake pipeline 1, the main body of the engine 6, and the nozzle 12 of the engine 6.

[0050] The present invention also provides a supercavitating vehicle, including the above-mentioned cooling structure.

[0051] The present invention also provides a thrust augmentation structure, refer toFigures 1 - 17 , Figure 20 , for increasing the thrust of a supercavitating vehicle. At this time, the cavitation generating structure, the cooling structure, and the vector control structure are not limited. In this embodiment, the supercavitating vehicle includes an engine 6, and the engine 6 is a solid propellant engine. Compared with the water ramjet engines that are more commonly used in current supercavitating vehicles, the technology is more mature, the use is more stable and reliable, the maintenance frequency is low, and there is no need for water as the power medium. The nozzle 12 of the engine 6 includes a throat 1202 and a diffuser section 1203 arranged in sequence. Preferably, a converging section 1201 is also provided upstream of the throat 1202; the thrust increasing structure includes a water inlet passage 17 provided at the head of the supercavitating vehicle, a nozzle passage 21 provided on the outer wall of the nozzle 12, and a connecting passage connecting the water inlet passage 17 and the nozzle passage 21. The end of the nozzle passage 21 leads out from the wall surface of the diffuser section 1203. Among them, the connecting passage is used to connect the water inlet passage 17 and the nozzle passage 21. Therefore, the specific structure of the connecting passage is not limited, and the end of the nozzle passage 21 is also not limited. Refer to Figure 20 , the end of the nozzle passage 21 can be an annular structure. Refer to Figures 1 - 17 , the end of the nozzle passage 21 can also adopt a structure of several sub-channels 14.

[0052] This thrust increasing structure realizes water intake by using the dynamic pressure generated during the movement of the supercavitating vehicle. Specifically, the water inlet passage 17 intakes water at the front end of the supercavitating vehicle (which is also the front end of the cavity). Finally, the water is led out from the wall surface of the diffuser section 1203 after passing through the connecting passage. At this time, the water entering the diffuser section 1203 is mixed with the high-temperature gas generated by the combustion of the propellant 15 in the engine 6. Part or all of the water evaporates into water vapor. The mixture of high-temperature gas, water vapor, and the remaining water replaces the original single high-temperature gas to do work and provides thrust for the supercavitating vehicle, increasing the thrust of the supercavitating vehicle. Specifically, when the water entering the nozzle 12 contacts the high-temperature gas, the water is heated and evaporated to form water vapor. The water vapor increases the working medium for the engine to do work. The water vapor and the high-temperature gas form a mixture. The temperature of the mixture is lower than that of the single high-temperature gas, and the density is much greater than that of the single high-temperature gas, which is equivalent to an increase in the energy quality of the working gas. Part of the energy that was originally directly discharged from the nozzle 12 with the single high-temperature gas is converted into the internal energy of the mixture and participates in the work of the engine 6 to provide thrust, enhancing the energy utilization efficiency of the engine.

[0053] In one embodiment, the nozzle duct 21 includes a parallel section 2101 and a bent section 2102 arranged in sequence along the direction from the communication duct to the diffuser section 1203. The bent section 2102 extends from the wall surface of the diffuser section 1203 at an angle inclined to the axis of the nozzle 12. In this embodiment, by providing the bent section 2102, water and water vapor can enter the diffuser section 1203 obliquely towards the flame injection direction, which can reduce the influence of the flame in the diffuser section 1203 on the water inlet, and ensure that there is sufficient water inlet to achieve cooling and thrust vector control under variable speed conditions.

[0054] In one embodiment, the angle between the axis of the bent section 2102 and the axis of the nozzle 12 is 65° - 75°, which ensures smooth flow on the basis of reducing flow resistance. Preferably, the angle between the axis of the bent section 2102 and the axis of the nozzle 12 is 68°.

[0055] In one embodiment, the outlet of the bent section 2102 is located at the 1 / 3 position of the diffuser section 1203 close to the throat 1202 direction, which can ensure the thrust augmentation effect of water and water vapor and the thrust vector control ability, and can also prevent water from being too close to the throat 1202, affecting the acceleration effect of high-temperature gas.

[0056] In one embodiment, the nozzle duct 21 includes a plurality of sub-channels 14 arranged in a circular array with the axis of the nozzle 12. The bent section 2102 is provided at the end of the sub-channel 14. In this embodiment, referring to Figure 1 and Figure 6 , the nozzle duct 21 can be entirely composed of sub-channels 14, that is, after the engine main body duct 20 extends backward, it can be directly separated into a plurality of sub-channels 14, referring to Figures 13 - 15, the nozzle passage 21 may also include an annular passage and a plurality of sub-channels 14. At this time, the annular passage is arranged to cover the outer wall of the nozzle 12, which can cool the outer wall of the nozzle 12. The downstream of the annular passage is separated into a plurality of sub-channels 14; a main control valve 11 is arranged on each sub-channel 14. The main control valve 11 preferably adopts a solenoid valve. The main control valve 11 controls the on / off and / or the channel area of the sub-channel 14, controls the water flow rate flowing into the diffuser section 1203 through the plurality of sub-channels 14. The water inflow of the plurality of sub-channels 14 controls the flame angle of the diffuser section 1203, generates a control torque on the supercavitating vehicle, and realizes the thrust vector control of the supercavitating vehicle. That is, when the water inflows of the plurality of sub-channels 14 are exactly the same, the supercavitating vehicle sails straight. When the water inflow of one or more sub-channels 14 is inconsistent with the water inflow of other symmetric sub-channels 14, the water inflows of the plurality of sub-channels 14 deflect the flame in the diffuser section 1203, realizing the deflection sailing of the supercavitating vehicle. At this time, the nozzle passage 21 and the main control valve 11 can realize the direction control of the supercavitating vehicle. For direction control, when all the substances entering the diffuser section 1203 are water vapor, the water of the same mass entering the water inlet passage 17 deforms the flow field structure in the diffuser section 1203 more greatly, generates a greater and more stable control torque, and is more likely to realize stable thrust vector control.

[0057] In one embodiment, the communication passage is partially or entirely arranged on the outer wall of the main body of the engine 6, and thus heat exchange can be realized between the communication passage and the outer wall of the main body of the engine 6. On the one hand, the heat protection requirement of the outer wall of the main body of the engine 6 can be reduced. On the other hand, the water can be heated during the heat exchange process, and even be converted into water vapor, improving the thrust augmentation effect.

[0058] In one embodiment, the additional thrust structure further includes a front section housing 2, a middle connecting section 3, and an air intake pipeline 1; the engine 6, the middle connecting section 3, and the front section housing 2 are arranged in sequence. The air intake pipeline 1 is led out from the main body of the engine 6, passes through the middle connecting section 3 to the front section of the front section housing 2. A side wall connecting pipe 7 that penetrates the side wall of the front section housing 2 is arranged at the end of the air intake pipeline 1. That is, a part of the high-temperature gas led out by the air intake pipeline 1 finally passes through the side wall connecting pipe 7 and is led out from the head side wall of the front section housing 2 and enters the external fluid domain of the head of the supercavitating vehicle. A head cavitator 16 is arranged at the front of the front section housing 2. The head cavitator 16 is used to generate a low-pressure area around the head of the supercavitating vehicle. At this time, combined with the high-temperature gas entering the external fluid domain of the head of the supercavitating vehicle, the high-temperature gas accumulates and forms a ventilation cavitation covering the entire supercavitating vehicle, realizing that the surface of the supercavitating vehicle is isolated from water during navigation, significantly reducing the surface friction resistance of the supercavitating vehicle (the surface friction resistance of a streamlined vehicle usually accounts for about 70% of the total resistance), and a great speed gain can be obtained, ultimately realizing high-speed and long-range navigation; an intake channel 17 is arranged on the head cavitator 16. The communication channel includes an air intake pipeline channel 18, a transition channel 19, and an engine main body channel 20 that are sequentially communicated in the direction from the intake channel 17 to the tail nozzle channel 21. In this embodiment, the intake channel 17 can exchange heat for the head cavitator 16, the communication channel can sequentially exchange heat for the air intake pipeline 1 and the outer wall of the main body of the engine 6, and the tail nozzle channel 21 can exchange heat for the tail nozzle 12, thereby improving the utilization rate of water, realizing the thermal protection of the supercavitating vehicle. At the same time, the water is heated up after heat exchange and even converted into water vapor, which can further improve the additional thrust effect. In an ideal state, when the communication channel is the sequentially arranged air intake pipeline channel 18, transition channel 19, and engine main body channel 20, the water absorbs heat and evaporates after passing through the air intake pipeline channel 18, transition channel 19, engine main body channel 20, and tail nozzle channel 21, and is pure water vapor when flowing out from the outlet of the sub-channel 14. The completely vaporized water vapor is mixed with the high-temperature gas, and there is no residual intake water in the mixture. At this time, the temperature and thrust of the mixture are not reduced, the energy utilization efficiency of the engine 6 is the highest, and the additional thrust effect is the best. At this time, the air intake pipeline channel 18, transition channel 19, engine main body channel 20, and tail nozzle channel 21 are not only used to cool the heat-generating components of the supercavitating vehicle, but also used to convert water into water vapor, thereby providing the best additional thrust effect; In one embodiment, the thrust augmentation structure further includes a rear section housing 4 and a tail section housing 10. The main body of the engine 6 is disposed within the rear section housing 4, and the tail nozzle 12 of the engine 6 is disposed within the tail section housing 10. An engine main body passage 20 is formed at an interval between the inner wall of the rear section housing 4 and the outer wall of the main body of the engine 6, and a tail nozzle passage 21 is formed at an interval between the inner wall of the tail section housing 10 and the outer wall of the tail nozzle 12. In this embodiment, there is no need to open too many channels on the existing engine 6, which can reduce the degree of improvement of the engine 6. The middle connection section 3 is used to connect the front section housing 2 and the rear section housing 4, and a water passage hole 301 and an air intake hole 302 are provided on the middle connection section 3. The water passage hole 301 is used to connect the transition passage 19 and the engine main body passage 20, and the air intake hole 302 is used to allow the intake air pipeline 1 to enter the front section housing 2. At this time, both the inner expansion plate 9 and the outer expansion plate 8 are communicated with the air intake hole 302 on the middle connection section 3.

[0059] The present invention also provides a thrust augmentation method using the above thrust augmentation structure, including the following steps: The supercavitating vehicle sails underwater, and water enters through the water inlet passage 17 at the front end of the supercavitating vehicle. The water flows into the tail nozzle 12 after passing through the communication passage and the tail nozzle passage 21. The water entering the tail nozzle 12 is mixed with the high-temperature gas generated by the combustion of the propellant column 15 in the engine 6, and part or all of the water evaporates into water vapor. The mixture of high-temperature gas, water vapor and the remaining water replaces the original single high-temperature gas to do work to provide thrust for the supercavitating vehicle, increasing the thrust of the supercavitating vehicle.

[0060] The present invention also provides a supercavitating vehicle including the above thrust augmentation structure.

[0061] A thrust vector control structure, refer to Figures 1 - 17, which is used for heading control of a supercavitating vehicle. This thrust vector control structure is mainly aimed at the heading control of the supercavitating vehicle. The cooling structure and the model of the engine 6 are not limited. In this embodiment, the supercavitating vehicle includes an engine 6. The nozzle 12 of the engine 6 includes a throat 1202 and a diffuser section 1203 arranged in sequence. Preferably, a converging section 1201 is also provided upstream of the throat 1202; the thrust vector control structure includes a water inlet channel 17 provided at the head of the supercavitating vehicle, a nozzle channel 21 provided on the outer wall of the nozzle 12, and a connecting channel connecting the water inlet channel 17 and the nozzle channel 21. The connecting channel is used to connect the water inlet channel 17 and the nozzle channel 21. Therefore, the specific structure of the connecting channel is not limited; the nozzle channel 21 includes a plurality of sub-channels 14 arranged in a circular array with the axis of the nozzle 12. The ends of the plurality of sub-channels 14 are led out from the wall surface of the diffuser section 1203, that is, the outlets of the sub-channels 14 are provided on the side wall of the diffuser section 1203. At this time, the water entering the nozzle 12 is mixed with the high-temperature gas generated by the combustion of the propellant column 15 in the engine 6, and part or all of the water evaporates into water vapor. The mixture of high-temperature gas, water vapor and the remaining water replaces the original single high-temperature gas to do work to provide thrust for the supercavitating vehicle, increasing the thrust of the supercavitating vehicle; a main control valve 11 is provided on each sub-channel 14. The main control valve 11 preferably uses an electromagnetic valve. The main control valve 11 controls the on / off and / or channel area of the sub-channel 14. Control the water flow rate flowing into the diffuser section 1203 of the plurality of sub-channels 14. The water inflow of the plurality of sub-channels 14 controls the tail flame angle of the diffuser section 1203, generating a control moment on the supercavitating vehicle to realize the thrust vector control of the supercavitating vehicle. That is, when the water inflows of the plurality of sub-channels 14 are completely the same (including all the main control valves 11 are closed and the water inflows of the plurality of sub-channels 14 are zero), the supercavitating vehicle sails straight, and when the water inflow of one or more sub-channels 14 is inconsistent with the water inflows of other symmetric sub-channels 14, the water inflows of the multiple sub-channels 14 cause the tail flame of the diffuser section 1203 to deflect, realizing the deflection sailing of the supercavitating vehicle. At this time, the sub-channels 14 and the main control valves 11 can realize the direction control of the supercavitating vehicle.

[0062] The thrust vector control structure provided by the present invention realizes water inlet by using the dynamic pressure generated during the movement of the supercavitating vehicle. The water inlet realizes thrust vector control under the control of the sub-channels 14 and the main control valve 11. At the same time, the thrust can also be increased on the basis of thrust vector control. It solves the problems of the traditional supercavitating vehicle using rudder control as the underwater control method for high-speed vehicles, such as complex structure, unstable cavitation stability and control moment caused by the rudder wing, etc., and improves the control efficiency and maneuverability of the supercavitating vehicle. Compared with the heading control structure of the comparative scheme, this method will not affect the external cavitation of the supercavitating vehicle at all and will not be affected by the counter-thrust of the cavitation ratio on the vehicle. At the same time, the water passing through the main control valve 11 performs both thrust augmentation and thrust vector control, and has a higher utilization rate compared with the comparative scheme which is only used for heading control, and can further improve the thrust of the supercavitating vehicle and the energy utilization efficiency of the engine.

[0063] In one embodiment, there are 6 - 10 sub-channels 14. The more the number of sub-channels 14 is set, the more accurate the direction control can be achieved, but the corresponding number of main control valves 11 is also more. Preferably, there are 8 sub-channels 14, which can avoid too many main control valves 11 while ensuring the direction control accuracy.

[0064] In one embodiment, the sub-channel 14 includes a parallel section 2101 and a bending section 2102 arranged in sequence along the direction from the connecting channel to the diffuser section 1203. The bending section 2102 extends from the wall surface of the diffuser section 1203 at an angle inclined to the axis of the tail nozzle 12. Specifically, the tail nozzle channel 21 can be entirely composed of sub-channels 14, that is, after the engine main body channel 20 extends backward, it can be directly separated into several sub-channels 14. The tail nozzle channel 21 can also include an annular channel and several sub-channels 14. At this time, the annular channel is arranged to cover the outer wall of the tail nozzle 12, which can provide cooling heat exchange for the tail nozzle 12. The downstream of the annular channel is separated into several sub-channels 14, and the ends of the several sub-channels 14 extend from the wall surface of the diffuser section 1203. In this embodiment, when the tail nozzle channel 21 is entirely composed of sub-channels 14, the sub-channel 14 includes a parallel section 2101 and a bending section 2102. When the tail nozzle channel 21 includes an annular channel and several sub-channels 14, the bending section 2102 is arranged at the end of the sub-channel 14, and the upstream sections of the annular channel and the sub-channel 14 are both parallel sections 2101. In this embodiment, by setting the bending section 2102, water and water vapor can enter the diffuser section 1203 obliquely toward the flame injection direction, which can reduce the influence of the flame in the diffuser section 1203 on the water inlet, and ensure that there is sufficient water inlet to achieve cooling and thrust vector control under variable speed conditions.

[0065] In one embodiment, the included angle between the axis of the bent section 2102 and the axis of the tail nozzle 12 is 65° - 75°, ensuring smooth flow on the basis of reducing flow resistance. Preferably, the included angle between the axis of the bent section 2102 and the axis of the tail nozzle 12 is 68°.

[0066] In one embodiment, the outlet of the bent section 2102 is located at the 1 / 3 position of the diffuser section 1203 close to the throat 1202, which can ensure the thrust augmentation effect of water and water vapor and the thrust vector control ability, and can also prevent water from being too close to the throat 1202 and affecting the acceleration effect of high-temperature gas.

[0067] In one embodiment, the communication channel is partially or entirely arranged on the outer wall of the main body of the engine 6, and thus heat exchange can be realized between the communication channel and the outer wall of the main body of the engine 6. On the one hand, the heat protection requirement of the outer wall of the main body of the engine 6 can be reduced, and on the other hand, the water can be heated during the heat exchange process and even converted into water vapor to improve the thrust augmentation effect.

[0068] In one embodiment, the thrust vector control structure further includes a front-section housing 2, a middle connecting section 3, and an air-intake pipeline 1; an engine 6, the middle connecting section 3, and the front-section housing 2 are arranged in sequence. The air-intake pipeline 1 is led out from the main body of the engine 6, passes through the middle connecting section 3 to the front of the front-section housing 2, and a side-wall connecting pipe 7 penetrating through the side wall of the front-section housing 2 is arranged at the end of the air-intake pipeline 1. That is, a part of the high-temperature gas led out by the air-intake pipeline 1 finally is led out from the head side wall of the front-section housing 2 through the side-wall connecting pipe 7 and enters the external fluid domain of the head of the supercavitating vehicle. A head cavitator 16 is arranged at the front of the front-section housing 2. The head cavitator 16 is used to generate a low-pressure area around the head of the supercavitating vehicle. At this time, combined with the high-temperature gas entering the external fluid domain of the head of the supercavitating vehicle, the high-temperature gas accumulates and forms an aeration cavity covering the entire supercavitating vehicle, so as to isolate the surface of the supercavitating vehicle from water during navigation, significantly reduce the surface friction resistance of the supercavitating vehicle (the surface friction resistance of a streamlined vehicle usually accounts for about 70% of the total resistance), and a great speed gain can be obtained, and finally a high-speed and long-range navigation is realized; a water inlet channel 17 is arranged on the head cavitator 16, and the communication channel includes an air-intake pipeline channel 18, a transition channel 19, and an engine main body channel 20 that are connected in sequence from the water inlet channel 17 to the direction of the tail nozzle channel 21. In this embodiment, the water inlet channel 17 can exchange heat for the head cavitator 16, the communication channel can exchange heat for the air-intake pipeline 1 and the outer wall of the main body of the engine 6 in sequence, and the tail nozzle channel 21 can exchange heat for the tail nozzle 12, thereby improving the utilization rate of water, realizing the thermal protection of the supercavitating vehicle. At the same time, the water is heated up after heat exchange and even turns into water vapor, which can further improve the thrust augmentation effect. In an ideal state, when the communication channel is the air-intake pipeline channel 18, the transition channel 19, and the engine main body channel 20 arranged in sequence, the water absorbs heat and evaporates after passing through the air-intake pipeline channel 18, the transition channel 19, the engine main body channel 20, and the tail nozzle channel 21, and is pure water vapor when flowing out from the outlet of the sub-channel 14. The completely vaporized water vapor is mixed with the high-temperature gas, and there is no residual water intake in the mixture. At this time, the temperature and thrust of the mixture are not reduced, the energy utilization efficiency of the engine 6 is the highest, and the thrust augmentation effect is the best. At this time, the air-intake pipeline channel 18, the transition channel 19, the engine main body channel 20, and the tail nozzle channel 21 are not only used to cool the heating components of the supercavitating vehicle, but also used to convert water into water vapor, so as to provide the best thrust augmentation effect; for direction control, when all the substances entering the diffuser 1203 are water vapor, the same mass of water entering the water inlet channel 17 deforms the flow field structure in the diffuser 1203 more greatly, generates a larger and more stable control moment, and is easier to realize stable thrust vector control.

[0069] In one embodiment, the thrust vector control structure further includes a rear-section housing 4 and a tail-section housing 10. The main body of the engine 6 is disposed within the rear-section housing 4, and the tail nozzle 12 of the engine 6 is disposed within the tail-section housing 10. An engine main body passage 20 is formed at an interval between the inner wall of the rear-section housing 4 and the outer wall of the main body of the engine 6, and a tail nozzle passage 21 is formed at an interval between the inner wall of the tail-section housing 10 and the outer wall of the tail nozzle 12. In this embodiment, there is no need to open too many channels on the existing engine 6, which can reduce the degree of modification to the engine 6. The middle connection section 3 is used to connect the front-section housing 2 and the rear-section housing 4, and a water passage hole 301 and an air intake hole 302 are provided on the middle connection section 3. The water passage hole 301 is used to connect the transition passage 19 and the engine main body passage 20, and the air intake hole 302 is used to supply the intake air pipe 1 into the front-section housing 2. At this time, both the inner expansion plate 9 and the outer expansion plate 8 are communicated with the air intake hole 302 on the middle connection section 3. Preferably, the parallel section 2101 is formed at an interval between the inner wall of the tail-section housing 10 and the outer wall of the tail nozzle 12, and only a plurality of bending sections 2102 need to be provided on the side wall of the tail nozzle 12. At this time, the improvement of the entire supercavitating vehicle to the engine 6 is only to provide a plurality of bending sections 2102 on the side wall of the tail nozzle 12, and the improvement to the conventional engine 6 is very small. In this embodiment, by providing the bending sections 2102, water and water vapor can enter the diffusion section 1203 obliquely toward the flame injection direction, which can reduce the influence of the flame in the diffusion section 1203 on the incoming water, and ensure that there is still sufficient incoming water to achieve cooling and thrust vector control under variable speed conditions.

[0070] The present invention also provides a thrust vector control method, which uses the above thrust vector control structure and includes the following steps: The supercavitating vehicle sails underwater, and water enters through the water inlet passage 17 at the front end of the supercavitating vehicle. The water flows into the tail nozzle 12 after passing through the communication passage and thrust vector control. Control the on / off and / or channel area of a plurality of main control valves 11, control the water flow rate flowing into the diffusion section 1203 of a plurality of sub-channels 14. The water flow rates of the plurality of sub-channels 14 control the tail flame angle of the diffusion section 1203, generate a control moment on the supercavitating vehicle, and achieve thrust vector control.

[0071] The present invention also provides a supercavitating vehicle, which includes the above thrust vector control structure.

[0072] The above is only this embodiment and does not impose any limitation on the present invention. Any person skilled in the art can make many possible changes, modifications or equivalents to equivalent embodiments by using the above-disclosed technical content without departing from the scope of the technical solution of the present invention. Therefore, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention shall fall within the scope of protection of the technical solution of the present invention.

Claims

1. A thrust vector control structure, characterized in that For controlling the course of a supercavitating vehicle, the supercavitating vehicle includes an engine (6), and the nozzle (12) of the engine (6) includes a throat (1202) and a diffuser section (1203) arranged in sequence; The thrust vector control structure includes a water inlet passage (17) provided at the head of the supercavitating vehicle, a nozzle passage (21) provided on the outer wall of the nozzle (12), and a communication passage communicating the water inlet passage (17) and the nozzle passage (21); The nozzle passage (21) includes a plurality of sub-channels (14) arranged in a circular array with the axis of the nozzle (12) as the center. The ends of the plurality of sub-channels (14) lead out from the wall surface of the diffuser section (1203). A main control valve (11) is provided on each sub-channel (14), and the main control valve (11) controls the on / off and / or channel area of the sub-channel (14).

2. The thrust vector control structure according to claim 1, characterized in that, There are 6 - 10 sub-channels (14) provided.

3. The thrust vector control structure according to claim 1, characterized in that, The sub-channel (14) includes a parallel section (2101) and a bent section (2102) arranged in sequence from the communication passage to the diffuser section (1203). The bent section (2102) leads out from the wall surface of the diffuser section (1203) at an angle inclined to the axis of the nozzle (12).

4. The thrust vector control structure according to claim 3, characterized in that The angle between the axis of the bent section (2102) and the axis of the nozzle (12) is 65° - 75°.

5. The thrust vector control structure according to claim 4, characterized in that, The outlet of the bent section (2102) is located at 1 / 3 of the diffuser section (1203) in the direction close to the throat (1202).

6. The thrust vector control structure according to any one of claims 1-4, characterized in that, Part or all of the communication passage is provided on the outer wall of the main body of the engine (6).

7. The thrust vector control structure according to claim 6, characterized in that, It further includes a front section housing (2), a middle connecting section (3), and an air inlet pipeline (1); The engine (6), the middle connecting section (3), and the front section housing (2) are arranged in sequence. The air inlet pipeline (1) is led out from the main body of the engine (6), passes through the middle connecting section (3) to the front of the front section housing (2). A side wall connecting pipe (7) penetrating the side wall of the front section housing (2) is provided at the end of the air inlet pipeline (1). A head cavitator (16) is provided at the front of the front section housing (2); The water inlet passage (17) is provided on the head cavitator (16). The communication passage includes an air inlet pipeline passage (18), a transition passage (19), and an engine main body passage (20) covering the outer wall of the main body of the engine (6) that are communicated in sequence from the water inlet passage (17) to the nozzle passage (21).

8. The thrust vector control structure according to claim 7, characterized in that, It further includes a rear section housing (4) and a tail section housing (10). The main body of the engine (6) is arranged in the rear section housing (4), and the nozzle (12) of the engine (6) is arranged in the tail section housing (10); An engine main body passage (20) is formed at an interval between the inner wall of the rear section housing (4) and the outer wall of the main body of the engine (6), and a nozzle passage (21) is formed at an interval between the inner wall of the tail section housing (10) and the outer wall of the nozzle (12).

9. A thrust vector control method, characterized in that Using the thrust vector control structure according to any one of claims 1 - 8, includes the following steps: The supercavitating vehicle sails underwater. Water enters through the water inlet channel (17) at the front end of the supercavitating vehicle, and after passing through the communication channel and thrust vector control, it flows into the tail nozzle (12). The on-off and / or channel area of several sub-channels (14) is controlled by several main control valves (11) to control the water flow rate flowing into the diffuser section (1203) of the several sub-channels (14). The water flow rate of the several sub-channels (14) controls the tail flame angle of the diffuser section (1203), generating a control moment on the supercavitating vehicle to achieve thrust vector control.

10. A supercavitating vehicle, characterized in that, It includes the thrust vector control structure according to any one of claims 1-8.

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