Cooling structure, cooling method and supercavitation aircraft

Abstract

The invention belongs to the field of underwater vehicles, and particularly relates to a cooling structure, a cooling method and a supercavitation vehicle. The cooling structure comprises a water inlet channel arranged on the head cavitator, an air entraining pipeline channel wrapping the outer wall of an air entraining pipeline, a transition channel, an engine main body channel wrapping the outer wall of a main body of the engine and an exhaust nozzle channel wrapping the outer wall of an exhaust nozzle which are sequentially communicated. According to the cooling structure provided by the invention, the water inlet channel is arranged on the head cavitator, the air entraining pipeline channel is coated on the outer wall of the air entraining pipeline, the engine main body channel is coated on the outer wall of the engine main body, and the exhaust nozzle channel is coated on the outer wall of the exhaust nozzle. In the process that water sequentially flows through the water inlet channel, the air entraining pipeline channel, the engine body channel and the exhaust nozzle channel, heat exchange cooling is sequentially conducted on the head cavitator, the air entraining pipeline, the outer wall of the engine body and the outer wall of the exhaust nozzle.

Description

Technical Field

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

[0002] Traditional underwater vehicles have limitations such as slow navigation speed, limited navigation distance, and long response time. With the development of drag reduction technology and control technology, high navigation 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, and the surface of the vehicle body is isolated 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 vaporization of the liquid around the vehicle during high-speed navigation; the other is to form ventilated supercavitation by introducing non-condensable gas into the low-pressure area. 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, to form a stable ventilated cavity, it is generally necessary to divert high-temperature gas from a gas generator or an engine combustion chamber carried by the vehicle as the gas source for the ventilated cavity, which increases the load that the vehicle needs to carry. At the same time, the thermal protection problems of the gas diversion pipeline and other loads need to be considered. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to provide a cooling structure, a cooling method and a supercavitating vehicle that can solve the thermal protection problem of the supercavitating vehicle without carrying a cooling medium and reducing the impact on navigation.

[0007] The present invention provides a cooling structure for cooling a supercavitating vehicle. The supercavitating vehicle includes an engine and a front section housing arranged in sequence. A gas diversion pipeline penetrating through to the front end of the front section housing is provided at the front end of the main body of the engine. A side wall connecting pipe penetrating through the side wall of the front section housing is provided at the end of the gas diversion pipeline. A head cavitator is provided at the front part of the front section housing; the cooling structure includes a water inlet channel arranged on the head cavitator, a gas diversion pipeline channel covering the outer wall of the gas diversion pipeline, a transition channel, an engine main body channel covering the outer wall of the main body of the engine, and a tail nozzle channel covering the outer wall of the tail nozzle, which are connected in sequence.

[0008] The beneficial effects of the present invention are as follows. For the cooling structure provided by the present invention, since the water inlet channel is arranged on the head cavitator, the air intake pipe channel is coated on the outer wall of the air intake pipe, the engine main body channel is coated on the outer wall of the engine main body, and the tail nozzle channel is coated on the outer wall of the tail nozzle. Therefore, during the process of water flowing through the water inlet channel, the air intake pipe channel, the engine main body channel, and the tail nozzle channel in sequence, heat exchange cooling is carried out on the head cavitator, the air intake pipe, the outer wall of the engine main body, and the outer wall of the tail nozzle in sequence, realizing the solution of the thermal protection problem of the above components through water flow and improving the reliability of the supercavitating vehicle. In addition, since the outer wall size of the air intake pipe is smaller than that of the engine main body, the size of the air intake pipe channel is also smaller than that of the engine main body channel. The transition channel is used to connect the air intake pipe channel and the engine main body channel. At this time, since the temperature of the engine main body is higher than that of the air intake pipe, the air intake pipe channel and the engine main body channel exactly meet their corresponding cooling requirements. Specifically, the cross-sectional area of the air intake pipe channel is small, and the water flow velocity inside it is fast. At this time, the contact time between water and the air intake pipe is short, and the high heat flux density area of the air intake pipe can be quickly taken away. When the water enters the engine main body channel through the transition channel, due to the large cross-sectional area of the engine main body channel, the water flow velocity inside it slows down, and heat exchange with the outer wall of the engine main body is more sufficient, so as to ensure that both the engine main body and the air intake pipe can meet the thermal protection requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Appendix Figure 1 is a schematic structural diagram of the supercavitating vehicle in the present invention; Appendix Figure 2 is a front view of the supercavitating vehicle in the present invention; Appendix Figure 3 is Appendix Figure 2 a cross-sectional view taken along the line A-A in Appendix Figure 4 is Appendix Figure 3 a partial enlarged view at B in Appendix Figure 5 is Appendix Figure 3 a partial enlarged view at C in Appendix Figure 6 is Appendix Figure 3 a partial enlarged view at D in Appendix Figure 7 is Appendix Figure 3 a partial enlarged view at E in Appendix Figure 8 is Appendix Figure 3 a cross-sectional view taken along the line F-F in Appendix Figure 9 is Appendix Figure 3 a cross-sectional view taken along the line G-G in Appendix Figure 10 is a schematic structural diagram of the middle connection section in the present invention; Appendix Figure 11 is a schematic structural diagram of the cylinder part in the present invention; Appendix Figure 12 is a schematic structural diagram of the front end of the air intake pipe in the present invention; Appendix Figure 13Front cross-sectional view when the nozzle channel in the present invention includes an annular channel and a sub-channel arranged in sequence; Attached Figure 14 Attached Figure 13 Cross-sectional view taken along line H-H in the attachment; Attached Figure 15 Attached Figure 13 Cross-sectional view taken along line I-I in the attachment; Attached Figure 16 Front cross-sectional view when the nozzle channel in the present invention is entirely a sub-channel and the main control valve is directly arranged in the sub-channel; Attached Figure 17 Attached Figure 16 Cross-sectional view taken along line J-J in the attachment; Attached Figure 18 Front cross-sectional view when the nozzle channel in the cooling structure of the present invention directly flows out from the end of the nozzle; Attached Figure 19 Attached Figure 18 Cross-sectional view taken along line K-K in the attachment; Attached Figure 20 Front cross-sectional view when the nozzle channel in the cooling structure of the present invention directly flows out from the end of the nozzle; Attached Figure 21 Schematic diagram of the model grid distribution during numerical simulation of the supercavitating vehicle in the present invention; Attached Figure 22 Pressure contour map at the stable working state of the engine under the condition of no water inlet during numerical simulation of the supercavitating vehicle in the present invention; Attached Figure 23 Density contour map at the stable working state of the engine under the condition of no water inlet during numerical simulation of the supercavitating vehicle in the present invention; Attached Figure 24 Velocity contour map at the stable working state of the engine under the condition of no water inlet during numerical simulation of the supercavitating vehicle in the present invention; Attached Figure 25 Temperature contour map at the stable working state of the engine under the condition of no water inlet during numerical simulation of the supercavitating vehicle in the present invention; Attached Figure 26 Curve of the pressure at the outlet section of the engine nozzle changing with the number of iterations under the condition of no water inlet during numerical simulation of the supercavitating vehicle in the present invention; Attached Figure 27 Curve of the density at the outlet section of the engine nozzle changing with the number of iterations under the condition of no water inlet during numerical simulation of the supercavitating vehicle in the present invention; Attached Figure 28 Curve of the velocity at the outlet section of the engine nozzle changing with the number of iterations under the condition of no water inlet during numerical simulation of the supercavitating vehicle in the present invention; Attached Figure 29 Curve of the temperature at the outlet section of the engine nozzle changing with the number of iterations under the condition of no water inlet during numerical simulation of the supercavitating vehicle in the present invention; Attached Figure 30 Pressure contour map at the stable working state of the engine under the condition of water inlet during numerical simulation of the supercavitating vehicle in the present invention; Attached Figure 31 Density contour map at the stable working state of the engine under the condition of water inlet during numerical simulation of the supercavitating vehicle in the present invention; Attached Figure 32 Velocity contour map at the stable working state of the engine under the condition of water inlet during numerical simulation of the supercavitating vehicle in the present invention; Attached Figure 33This is the temperature contour map of the engine in a stable operating state under the water inlet condition during the numerical simulation of the supercavitating vehicle of the present invention; Attachment Figure 34 This is the vapor phase contour map of the engine in a stable operating state under the water inlet condition during the numerical simulation of the supercavitating vehicle of the present invention; Attachment Figure 35 This is the curve of the pressure at the outlet section of the engine tail nozzle changing with the number of iterations under the water inlet condition during the numerical simulation of the supercavitating vehicle of the present invention; Attachment Figure 36 This is the curve of the density at the outlet section of the engine tail nozzle changing with the number of iterations under the water inlet condition during the numerical simulation of the supercavitating vehicle of the present invention; Attachment Figure 37 This is the curve of the velocity at the outlet section of the engine tail nozzle changing with the number of iterations under the water inlet condition during the numerical simulation of the supercavitating vehicle of the present invention; Attachment Figure 38 This is the curve of the temperature at the outlet section of the engine tail nozzle changing with the number of iterations under the water inlet condition during the numerical simulation of the supercavitating vehicle of the present invention; Attachment Figure 39 This is the curve of the mass flow rate at the outlet section of the engine tail nozzle changing with the number of iterations under the water inlet condition during the numerical simulation of the supercavitating vehicle of the present invention.

[0010] In the figure, 1 - air intake pipeline; 2 - front section housing; 3 - middle connecting 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. Detailed implementation manners

[0011] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present invention.

[0012] It should be noted that all directional indications (such as up, down, left, right, front, back...) in the embodiments of the present invention are only used to explain the relative positional relationship, movement conditions, etc. between components in a 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 should not be construed 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 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 can be the communication inside two elements or the interaction relationship between two elements, 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 the 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.

[0013] As shown in the attached Figure 1 - attached Figure 20 drawings, the present invention provides a supercavitating vehicle, which includes an engine 6 and a front section housing 2 arranged in sequence. Referring to the attached Figure 5 drawings, an air intake pipe 1 that penetrates to the front end of the front section housing 2 is arranged at the front end of the main body of the engine 6. The air intake pipe 1 is communicated with the combustion chamber of the engine 6 and is used to lead out a part of the high-temperature gas in the combustion chamber to the head of the supercavitating vehicle. Referring to the attached Figure 4, a sidewall connecting pipe 7 penetrating the sidewall of the front-section housing 2 is provided 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 sidewall connecting pipe 7 and is led out from the head sidewall 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 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, 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, and finally 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 commonly used in current supercavitating vehicles, the technology is more mature, the use is more stable and reliable, and the maintenance frequency is low. Refer to the appendix Figure 6 , the engine 6 includes a main body and a tail nozzle 12 connected to each other. The main body is used to form a combustion chamber and accommodate the propellant grain 15, and the tail nozzle 12 is used to guide the combustion flame to form a directional thrust. Refer to the appendix 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 realize efficient energy conversion and maximize the thrust by controlling the gas expansion process; Refer to the appendix Figure 3, this supercavitating vehicle further includes an intake passage 17 disposed on the head cavitator 16, an air intake pipe passage 18 covering the outer wall of the air intake pipe 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 tail nozzle passage 21 covering the outer wall of the tail nozzle 12, which are connected in sequence. At this time, since the intake passage 17 is disposed on the head cavitator 16, the air intake pipe passage 18 covers the outer wall of the air intake pipe 1, the engine main body passage 20 covers the outer wall of the main body of the engine 6, and the tail nozzle passage 21 covers the outer wall of the tail nozzle 12, therefore, during the process of water flowing through the intake passage 17, the air intake pipe passage 18, the engine main body passage 20, and the tail nozzle passage 21 in sequence, the head cavitator 16, the air intake pipe 1, the outer wall of the main body of the engine 6, and the outer wall of the tail nozzle 12 are cooled by heat exchange in sequence, so 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 intake pipe 1 is smaller than the outer wall of the main body of the engine 6, the size of the air intake pipe 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 intake pipe 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 intake pipe 1, the air intake pipe passage 18 and the engine main body passage 20 also exactly meet their corresponding cooling requirements. Specifically, the cross-sectional area of the air intake pipe passage 18 is small, and the water flow velocity inside it is fast. At this time, the contact time between the water and the air intake pipe 1 is short, and the high heat flux density area of the air intake pipe 1 can be quickly taken away. When the water enters the engine main body passage 20 through the transition passage 19, due to the large cross-sectional area of the engine main body passage 20, the water flow velocity inside it slows down, and it exchanges heat with the outer wall of the main body of the engine 6 more fully, so as to ensure that both the main body of the engine 6 and the air intake pipe 1 can meet the thermal protection requirements; the tail nozzle passage 21 includes a plurality of sub-channels 14 arranged in a circular array with the axis of the tail nozzle 12 as the center. Refer to Appendix Figure 6 - Appendix Figure 8 , the tail nozzle passage 21 can be all 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 Appendix Figure 13 - Appendix Figure 15 , the tail 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 tail nozzle 12, which can improve the cooling effect of the tail nozzle 12, and the downstream of the annular passage is separated into a plurality of sub-channels 14. Refer to Appendix 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 walls 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. At least part 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 increasing the thrust 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 and participates 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 heating components of the supercavitating vehicle, but also used to increase the thrust 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 intake 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 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, thereby providing the best thrust-increasing effect; refer to the attached Figure 6 and the attached Figure 15, a main control valve 11 is provided on each sub-channel 14. The main control valve 11 preferably adopts an electromagnetic valve. The main control valve 11 controls the on / off and / or the channel area of the sub-channel 14. The on / off and / or the channel area of several sub-channels 14 are controlled by several main control valves 11, so as to control the water flow rate flowing into the diffuser section 1203 of several sub-channels 14. The water inflow of several 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 several sub-channels 14 are completely consistent (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 deflection 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 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.

[0014] For the supercavitating vehicle provided by the present invention, since the gas supply pipeline 1 draws 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 along 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 and unstable cavitation stability and control moment 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 drawing 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.

[0015] 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 fuel - rich gas generated by the solid fuel in the water reaction combustion chamber to produce a mixture of high - temperature gas and water vapor to provide power for the 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 fuel - rich 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 heat - protection problems need to be considered. In this supercavitating vehicle, the water entering from the water intake passage 17 combines with the high - temperature gas in the diffuser section 1203 of the tail nozzle 12. To improve 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 higher. Moreover, by the interaction of water and high - temperature gas, the thrust - increasing 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, thus realizing the thrust increase.

[0016] 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 control 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 thrust generated by the cavity wall on the vehicle body, which poses greater requirements for stable control. In addition, the control valve of the comparative scheme is directly exposed to the action of high-temperature gas, and 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 exhaust 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 thrust of the cavity ratio on the vehicle. At the same time, the water passing through the main control valve 11 is used for 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 long-term stable operation. 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 valves 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.

[0017] 3. When this supercavitating vehicle sails, the water inlet passage 17 is arranged on the head cavitator 16, the air intake pipeline passage 18 is coated on the outer wall of the air intake pipeline 1, the engine main body passage 20 is coated on the outer wall of the main body of the engine 6, and the tail nozzle passage 21 is coated on the outer wall of the tail nozzle 12. While playing a role in thermal protection, when the water reaches the diffusion section 1203 of the tail nozzle 12, the temperature rises and even becomes steam during the participation in thrust augmentation 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 inlet to rise or even completely evaporate into water vapor when it reaches the diffusion 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 diffusion 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 augmentation 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.

[0018] 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 drainage cavitation, water inlet cooling, thrust augmentation, 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 payload, reserving more space for effective payloads such as other supporting equipment.

[0019] 5. Compared with the comparative scheme, this supercavitating vehicle can meet the requirements of long endurance and long voyage, and achieve an improvement in the energy utilization efficiency of the engine and an increase in thrust.

[0020] In one of the embodiments, referring to the attached 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 of the air intake pipe channel 18 to the engine main body channel 20 from narrow to wide. At the same time, the cross-sectional area of the expansion structure can gradually reduce the flow velocity, so that the water flow is fully mixed before entering the engine main body channel 20, reducing the temperature stratification of the water after absorbing heat from the air 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. More preferably, the included angle between the wall surface of the transition channel 19 and the axis of the air intake pipe 1 is 45°.

[0021] In one embodiment, both ends of the transition channel 19 are arc-transitioned with the air intake pipe channel 18 and the engine main body channel 20 respectively, further reducing the flow pressure loss. At the same time, the stress concentration at the connection of both ends of the transition channel 19 can be reduced, and the structural strength can be improved.

[0022] In one embodiment, referring to the attached Figure 4 , the water inlet channel 17 is located upstream of the side wall connecting pipe 7. At this time, the water inlet of the water inlet channel 17 and the high-temperature gas entering the head of the supercavitating vehicle through the air intake pipe 1 are independent, which can avoid the high-temperature gas from affecting the water inflow of the water inlet channel 17 and ensure the formation of the cavity at the same time. In one embodiment, referring to the attached Figure 4, 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 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 inlet volume. Compared with the comparative scheme, both 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 inlet volume 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 inlet water compared with the existing scheme. In addition, when the speed of the vehicle is relatively low, such as during the start-up 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 this supercavitating vehicle can generate sufficient dynamic pressure when the designed underwater operating speed is 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 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 inlet 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. In one embodiment, referring to the appendix 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 the structural strength; referring to the appendix 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 plates 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.

[0023] In one embodiment, referring to the appendix Figure 3 , the front section housing 2 is a conical housing, thereby reducing the sailing 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.

[0024] In one embodiment, referring to the attached 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 in the existing engine 6, which can reduce the degree of modification to 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 the attached Figure 10 , and a water through-hole 301 and an air-introducing hole 302 are arranged on the middle connecting section 3. The water through-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.

[0025] In one embodiment, referring to the attached 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 far away from the heat source on the engine 6, improving its use 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 the attached Figure 16 -attached Figure 18 , when the tail-nozzle passage 21 is entirely composed of sub-channels 14, the thrust vector control section 5 may not be provided. At this time, the main control valve 11 is directly arranged inside the sub-channel 14.

[0026] In one embodiment, referring to the attached Figure 6 -attached Figure 7 , the tail-nozzle passage 21 includes a parallel section 2101 and a bent section 2102 arranged in sequence along the direction of 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 the parallel section 2101 and the bent section 2102. Referring to the attached Figure 13 -attached Figure 15When the nozzle passage 21 includes an annular passage and a plurality of sub-passages 14, the bent section 2102 is arranged 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 arranged on the side wall of the nozzle 12. At this time, the improvement of the whole supercavitating vehicle to the engine 6 only needs to arrange 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 the appendix Figure 7 , the plurality of bent sections 2102 are through-hole 13 structures arranged on the side wall of the nozzle 12. In this embodiment, by arranging 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 inlet water and ensure that there is sufficient inlet water to achieve cooling and thrust vector control under variable speed conditions.

[0027] In one embodiment, refer to the appendix 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°.

[0028] In one embodiment, refer to the appendix Figure 7 , the outlet of the bent section 2102 is located at 1 / 3 of the diffuser 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.

[0029] In one embodiment, refer to the appendix 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 precise 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 simple and reliable structure.

[0030] The present invention also provides a method for a supercavitating vehicle to navigate. Using the above 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 gas supply 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 a ventilation 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 gas supply 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 gas supply pipeline 1, the main body of the engine 6, and the tail nozzle 12 of the engine 6 by water cooling, 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 at least part of the water evaporates into water vapor. The mixture composed of the 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; By controlling the on / off and / or channel area of several sub-channels 14 through several main control valves 11, 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.

[0031] 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 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 tail nozzle 12 is set as the wall boundary condition, and the outlet of the tail 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 expansion section length of the diffuser section 1203 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 refined. To study the influence of water injection on the working performance of the engine, the outlet section of the tail nozzle 12 of engine 6 is selected as the monitoring surface to obtain the working parameters of the internal flow field of engine 6. Numerical simulations are carried out on the underwater working performance of 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 0.1 MPa which is the equivalent pressure of 10 m water depth, and the water injection mass flow rate being 7 kg / s. See the following table for specific calculation conditions: where the pressure ratio is defined as the ratio of the combustion chamber pressure P to the ambient back pressure Pb.

[0032]

[0033] Among them, P represents the pressure of the combustion chamber when the engine is working; T represents the temperature of the high-temperature gas generated when the engine is working; represents the water injection mass flow rate entering the tail nozzle from the nozzle expansion section under the water injection condition; Pb represents the ambient pressure when the engine is working, 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 working parameters consistent, by adjusting the water injection flow rate, observing the change of the engine working characteristics, and determining the thrust augmentation effect of the water injection scheme on the engine.

[0034] Specifically: in the case of no water injection, the parameters of the stable working state of the engine are as shown in Appendix Figure 22 -Appendix Figure 25 As shown: it can be seen from the figure that when the engine is working stably, the pressure at the outlet section of the tail nozzle 12 is 1.17*105 Pa, and the velocity is 1970 m / s. At this time, the working parameters at the outlet section of the nozzle have all reached a stable state, generating a constant thrust. The working parameters at the outlet section of the tail nozzle 12 are as shown in Appendix Figure 26 -Appendix Figure 29 As shown: it can be seen from the figure that after reaching a certain number of iterations, the engine enters a stable working state. At this time, the working parameters at the outlet section of the tail nozzle 12 all remain constant, and the engine generates a constant thrust. For theoretical thrust calculation, the stable working thrust of engine 6 without water injection is 2133.61 N: During the water inlet condition: The parameters of the engine in the stable operating state are as shown in the appendix Figure 30 - appendix Figure 34 As shown: It can be seen from the figure that after the engine 6 operates for a period of time under the water inlet condition, the internal flow field is basically stable. At this time, the parameters of the axial section of the nozzle 12 are basically constant. The working parameters of the nozzle outlet section are as shown in the appendix Figure 35 - appendix Figure 39 As shown: It can be seen from the figure that after operating for a period of time, the engine 6 basically reaches the stable operating state. Except for periodic small oscillations, the parameters of the outlet section of the nozzle 12 are basically constant. At this time, the nozzle 12 generates a constant thrust. Through theoretical thrust calculation, the stable operating thrust of the engine without the water inlet condition is 2785.30 N: The theoretical thrust increase is 30.5%, which greatly improves the thrust of the engine of the supercavitating vehicle and meets the expected effect of the present invention.

[0035] Refer to the appendix Figure 1 - appendix Figure 20 In addition, 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. At the front end of the main body of the engine 6, there is an air intake pipeline 1 that penetrates through to the front end of the front section housing 2. At the end of the air intake pipeline 1, there is a side wall connecting pipe 7 that penetrates through the side wall of the front section housing 2, 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 side wall of the head of the front section housing 2 and enters the external fluid domain of the head of the supercavitating vehicle. At the front part of the front section housing 2, there is a head cavitator 16. 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 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 can obtain a great speed gain, ultimately realizing high-speed and long-range navigation; The cooling structure includes a water inlet channel 17 arranged on the head cavitator 16, an air intake pipeline channel 18 covering the outer wall of the air intake 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 nozzle channel 21 covering the outer wall of the nozzle 12, which are connected in sequence. It should be noted that refer to the appendix Figure 18 At this time, the outlet of the nozzle channel 21 can directly flow out from the end wall of the nozzle 12. Refer to the appendix Figure 20 The outlet of the nozzle channel 21 can also flow out from the wall surface of the diffuser section 1203, and the specific situation is not limited.

[0036] In the cooling structure provided by the present invention, since the water inlet channel 17 is provided 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 tail nozzle channel 21 is coated on the outer wall of the tail 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 tail 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 tail 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 it is fast. At this time, the contact time between water and the gas guiding pipeline 1 is short, and the high heat flux density area of the gas guiding pipeline 1 can be quickly taken away. When 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 it 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.

[0037] 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 by integrating gas drainage 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.

[0038] 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°.

[0039] 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 from affecting the water inflow of the water inlet channel 17 and ensure the formation of cavitation at the same time.

[0040] In one embodiment, 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 the high water inlet volume. 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 inlet volume 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 disposed on the wall surface of the diffuser section 1203, the water inlet pressure of the water inlet passage 17 is also much 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 to the diffuser section 1203, the influence of the diffuser section 1203 on the water inlet is 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 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. After calculation, it is determined that this supercavitating vehicle can generate sufficient dynamic pressure when the designed underwater operating speed is 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 the flow loss, 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 engine combustion chamber pressure being greater than the dynamic pressure generated by the high-speed movement of the vehicle.

[0041] 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 to ensure the structural strength. The air intake pipeline 1 extends from the front end of the main body of the engine 6 to the front side of the front section housing 2. The air intake pipeline 1 and the inner wall of the cylinder body 1601 enclose to form an air intake pipeline passage 18. Inner expansion plates 9 are provided on the inner wall of the air intake pipeline 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 pipeline passage 18 is directly the air intake pipeline 1, which can ensure the heat exchange effect and reduce the structural complexity of the air intake pipeline passage 18.

[0042] 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 body 1601.

[0043] 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 inside the rear section housing 4, and the tail nozzle 12 of the engine 6 is disposed inside 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 in 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 passing hole 301 and an air guiding hole 302 are provided on the middle connecting section 3. The water passing hole 301 is used to connect the transition passage 19 and the engine main body passage 20, and the air guiding hole 302 is used for the air guiding 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 guiding hole 302 on the middle connecting section 3.

[0044] 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. At least part 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. 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. At this time, the air intake 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 air intake pipeline passage 18, the transition passage 19, the engine main body passage 20, and the nozzle passage 21, and becomes 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 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 air intake pipeline passage 18, the transition passage 19, the engine main body passage 20, and the nozzle passage 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.

[0045] In one embodiment, the nozzle channel 21 includes a plurality of sub-channels 14 arranged in an annular array around the axis of the nozzle 12. Specifically, the nozzle channel 21 can be entirely composed of sub-channels 14, that is, after the engine main channel 20 extends backward, it can be directly separated into a plurality of sub-channels 14. The nozzle channel 21 can 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 wall of the diffuser section 1203; a main control valve 11 is arranged 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. 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 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 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 deflected 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 torque, and is more likely to realize stable thrust vector control.

[0046] The present invention also provides a cooling method for the device, using the above-mentioned supercavitating vehicle cooling structure; 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 through the gas supply pipeline 1 from the side wall connection pipe 7 to the external flow field outside 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 cavitation 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 gas supply pipeline channel 18, the transition channel 19, the engine main 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 gas supply pipeline 1, the main body of the engine 6, and the nozzle 12 of the engine 6.

[0047] The present invention also provides a supercavitating vehicle, including the above-mentioned cooling structure.

[0048] The present invention also provides a thrust augmentation structure, refer to the attachedFigure 1 - Appendix Figure 17 、 Appendix 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 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 a 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 extends 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, nor is the end of the nozzle passage 21. Refer to Appendix Figure 20 , the end of the nozzle passage 21 can be an annular structure. Refer to Appendix Figure 1 - Appendix Figure 17 , the end of the nozzle passage 21 can also adopt a structure of several sub-channels 14.

[0049] 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. At least part 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 comes into contact with the high-temperature gas, the water is heated and evaporated to form water vapor. The water vapor increases the working medium of the engine to do work. 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 to participate in the work of the engine 6 to provide thrust, enhancing the energy utilization efficiency of the engine.

[0050] 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 connecting duct to the diffuser section 1203. The bent section 2102 extends from the wall surface of the diffuser section 1203 obliquely 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 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.

[0051] 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°.

[0052] 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.

[0053] 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 as the center. The bent section 2102 is arranged at the end of the sub-channel 14. In this embodiment, referring to the appendix Figure 1 and the appendix Figure 6 , the nozzle duct 21 can be entirely composed of sub-channels 14, that is, after the engine main duct 20 extends backward, it can be directly separated into a plurality of sub-channels 14. Referring to the appendix Figure 13 -the appendix Figure 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 a plurality of sub-channels 14, and the water inflow of a plurality of 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 inflow of a plurality of sub-channels 14 is completely consistent, the supercavitating vehicle sails straight, and 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 inflow of a plurality of sub-channels 14 deflects the tail flame of 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 same mass of water entering the water inlet passage 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.

[0054] In one embodiment, at least part of the communication passage is arranged on the outer wall of the main body of the engine 6, so that the communication passage can exchange heat with the outer wall of the main body of the engine 6. On the one hand, the thermal 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, improving the thrust augmentation effect.

[0055] 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; 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 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 an aeration cavity covering the entire supercavitating vehicle, so 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, and finally a high-speed and long-range navigation is achieved; 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 sequentially communicated from the water inlet channel 17 to the direction of the tail nozzle channel 21 and cover the outer wall of the main body of the engine 6. In this embodiment, the water inlet 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 turns into water vapor, which can further improve the additional thrust 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 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, 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 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 passages on the existing engine 6, which can reduce the degree of improvement 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 air intake pipeline 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.

[0056] 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 at least part of the water evaporates into water vapor. The mixture composed of the 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.

[0057] The present invention also provides a supercavitating vehicle including the above thrust augmentation structure.

[0058] A thrust vector control structure, refer to the attached Figure 1 - attached Figure 17, for controlling the heading of a supercavitating vehicle. This thrust vector control structure is mainly aimed at the heading control of a 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 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 connecting the water inlet passage 17 and the nozzle passage 21. The communication passage is used to connect the water inlet passage 17 and the nozzle passage 21. Therefore, the specific structure of the communication passage is not limited; the nozzle passage 21 includes a number of sub-channels 14 arranged in a circular array around the axis of the nozzle 12. The ends of the number 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. At least part 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 the channel area of the sub-channel 14. The water flow rate flowing into the diffuser section 1203 of the number of sub-channels 14 is controlled. The water inflow of the number of sub-channels 14 controls the tail flame angle of the diffuser section 1203, generating a control moment on the supercavitating vehicle to achieve the thrust vector control of the supercavitating vehicle. That is, when the water inflows of the number of sub-channels 14 are completely consistent (including all the main control valves 11 are closed and the water inflows of the number of 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 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 achieve the direction control of the supercavitating vehicle.

[0059] 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.

[0060] In one embodiment, there are 6 - 10 sub-channels 14. The more the number of sub-channels 14 is set, the more precise 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.

[0061] 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 all be 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 all 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.

[0062] 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°.

[0063] In one embodiment, the outlet of the bent section 2102 is located at the 1 / 3 position of the diffusion 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, affecting the acceleration effect of high-temperature gas.

[0064] In one embodiment, the communication channel is at least partially arranged on the outer wall of the main body of the engine 6, and thus heat exchange between the communication channel and the outer wall of the main body of the engine 6 can be realized. 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, improving the thrust augmentation effect.

[0065] In one of the embodiments, 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 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, and 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, 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, and finally realizing high-speed and long-range navigation; 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 sequentially communicated 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 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 thrust augmentation 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 water inlet 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, transition channel 19, engine main body channel 20, and 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, thereby providing 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.

[0066] 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 passages on the existing engine 6, which can reduce the degree of improvement 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 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 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 steam can be inclined into the diffusion section 1203 in the direction of the flame jet, 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.

[0067] 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, and the water flow rate of the plurality of sub-channels 14 controls the tail flame angle of the diffusion section 1203, generating a control moment on the supercavitating vehicle to achieve thrust vector control.

[0068] The present invention also provides a supercavitating vehicle, which includes the above thrust vector control structure.

[0069] The above is only this embodiment and does not impose any limitations on the present invention. Any person skilled in the art can make many possible changes, modifications or equivalents to equivalent embodiments by using the 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 cooling structure, characterized in that, For the cooling of a supercavitating vehicle, the supercavitating vehicle includes an engine (6) and a front section housing (2) arranged in sequence. At the front end of the main body of the engine (6), an air intake pipeline (1) is provided which penetrates through to the front end of the front section housing (2). At the end of the air intake pipeline (1), a side wall connecting pipe (7) is provided which penetrates through the side wall of the front section housing (2). At the front part of the front section housing (2), a head cavitator (16) is provided; The cooling structure includes a water inlet channel (17) arranged on the head cavitator (16), an air intake pipeline channel (18) covering the outer wall of the air intake 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), which are connected in sequence.

2. The cooling structure according to claim 1, characterized in that, The transition channel (19) is a funnel-shaped expanding structure, and the included angle between the wall surface of the transition channel (19) and the axis of the air intake pipeline (1) is 40 - 50°.

3. The cooling structure according to claim 1, characterized in that, The water inlet channel (17) is located upstream of the side wall connecting pipe (7).

4. The cooling structure according to claim 3, characterized in that, The head cavitator (16) includes a cylinder body (1601) and an outer convex ring plate (1602) arranged on the outer side of the front end of the cylinder body (1601). The interior of the cylinder body (1601) is hollow to form the water inlet channel (17).

5. The cooling structure according to claim 4, characterized in that, The rear section of the cylinder body (1601) extends to the transition channel (19) and expands outward to form an outer expansion plate (8). The outer expansion plate (8) serves as the outer wall of the transition channel (19), and the rear section of the outer expansion plate (8) is fixedly connected to the front end of the main body of the engine (6); The air intake pipeline (1) extends from the front end of the main body of the engine (6) to the front side of the front section housing (2). The air intake pipeline (1) and the inner wall of the cylinder body (1601) enclose to form the air intake pipeline channel (18). An inner expansion plate (9) is provided on the inner wall of the air intake pipeline (1) and the front end of the main body of the engine (6). A transition channel (19) is formed at an interval between the inner expansion plate (9) and the outer expansion plate (8).

6. The cooling structure according to claim 5, characterized in that, The front section housing (2) is a conical housing. 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).

7. The cooling structure according to any one of claims 1 to 6, characterized in that, The engine (6) is a solid propellant engine. The tail nozzle (12) includes a throat (1202) and a diffuser section (1203) arranged in sequence; The end of the tail nozzle channel (21) is led out from the wall surface of the diffuser section (1203).

8. The cooling structure according to claim 7, characterized in that, The tail nozzle channel (21) includes a number of sub-channels (14) arranged in a circular array around the axis of the tail nozzle (12); A main control valve (11) is provided on each sub-channel (14), and the main control valve (11) controls the on / off and / or the channel area of the sub-channel (14).

9. A cooling method, characterized in that, Use the supercavitating vehicle cooling structure according to any one of claims 1 - 8; The supercavitating vehicle sails underwater. The head cavitator (16) generates a low-pressure area. Part of the high-temperature gas in the engine (6) flows out from the sidewall connecting pipe (7) through the air intake pipeline (1) to the external area of the head of the supercavitating vehicle, and the low-pressure area cooperates with the high-temperature gas flowing out to the external area 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 tail nozzle channel (21), and sequentially conducts water-cooling on 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).

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

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