High-Mach-number double-rocket parallel booster main wing, booster and aircraft

Abstract

The invention belongs to the technical field of aircraft design, and particularly relates to a high-Mach-number double-rocket parallel booster main wing, a booster and an aircraft. Any section in the wingspan direction of the booster main wing is in an inverted trapezoid shape, the lower bottom edge HE of the inverted trapezoid is located on the upper surface of the main wing, serves as the chord line of the main wing and is higher than the mean camber line of the main wing, the upper bottom edge GF of the inverted trapezoid is located on the lower surface of the main wing, and the relative camber of the wing section ranges from-5% to-0.5%. According to the invention, the head lowering torque of the boosted aircraft is greatly reduced, and the flight safety is ensured.

Description

Technical Field

[0001] The present application belongs to the field of aircraft design technology, and in particular relates to a high Mach number dual-rocket parallel booster main wing, a booster and an aircraft. Background Art

[0002] High Mach number ramjets generally use air-launched or ground-launched rockets to boost them to high altitude and high Mach number in order to establish the initial working conditions required for the ramjet engine. According to the front and rear position relationship between the boosted aircraft and the booster, it can be divided into two types: serial boost and parallel boost. For parallel boost, the wings of the boosted aircraft are close to the center of gravity of the assembly, which makes it easy to achieve focal matching of the center of gravity of the assembly. This is especially important for the boost design of large lift surface and high Mach number aircraft. In addition, parallel boost generally connects the booster and the boosted aircraft through the belly and back of the fuselage, which has fewer geometric and structural constraints on the tail of the boosted aircraft. In addition, under the same total impulse of a single rocket, compared with the parallel boost of a single rocket, Figure 1 The dual-rocket parallel boost shown in the figure can effectively increase total impulse and enhance boost capability. This shows that dual-rocket parallel boost is a promising propulsion method for large-lift surface, high-Mach number ramjets.

[0003] Figure 1 and Figure 2 The parallel rocket booster shown is composed of four parts: two left and right booster rockets 1, a booster main wing 2 connecting the left and right rockets, a boosted aircraft 3, and a bracket supporting the boosted aircraft. The booster main wing needs to connect the left and right rockets and the boosted aircraft, and it bears large inertia and aerodynamic loads. In order to meet the structural strength requirements, the thickness of the booster main wing is also large. Figure 3 Given a distance of 0.5 meters from the symmetry plane Figure 1 The AA cross-sectional view shown in the figure shows that the booster main wing adopts the typical supersonic hexagonal airfoil HBCEFG; the airfoil mean camber line coincides with the airfoil chord line HE, so the airfoil relative camber is zero, the maximum absolute thickness of the airfoil reaches 380mm, and the maximum relative thickness reaches 6.1%; the carrier main wing chord line HE is parallel to the rocket axis; when the combination has an angle of attack of 2 degrees, the leading edge line HB of the carrier main wing upper surface makes an angle of about 6 degrees with the incoming flow.

[0004] Through numerical simulation, the pitch moment coefficient of the boosted aircraft at zero time of separation of the existing combination configuration (separation conditions, for example, the aircraft Mach number is 5.0, the altitude is 25km, and the angle of attack is 2 degrees) was obtained. The simulation results show that: when there is no carrier, the aircraft's pitch moment coefficient Cm is +0.0035 when the aircraft's angle of attack is 2 degrees. When using the existing carrier, the interference shock waves of the booster main wing, the rocket nose cone, and the bracket produce a nose-down interference moment coefficient increment of -0.0186 on the boosted aircraft; at this time, the total pitch moment coefficient Cm of the boosted aircraft is -0.0151. The above interference moment coefficient increment of -0.0186 requires a V-tail of minus 9 degrees to be balanced. Due to the nose-down moment generated by the interference, the total pitch moment of the boosted aircraft under the separation flow condition is 5514N*m. According to the pitch inertia of the boosted aircraft, the above-mentioned nose-down moment coefficient can cause the boosted aircraft to generate 73.15° / s 2 The nose-down angular acceleration. The single and double integrations of the angular acceleration with respect to time give the nose-down angular velocity and the nose-down angular displacement, respectively. Due to the large nose-down interference torque mentioned above, the nose-down angular displacement of the boosted vehicle will reduce its own angle of attack, thereby reducing the effective lift of the boosted vehicle during the separation process. On the one hand, this slows down the separation speed and prolongs the separation time; on the other hand, the nose-down angular displacement increases further due to the slowdown in the separation speed, resulting in further loss of lift. The coupling of the above two factors may cause the boosted vehicle to lower its head too much after separation, and ultimately fail to separate from the booster, creating a risk of collision with the booster.

[0005] Figure 4 A flow interference principle diagram for section AA (0.5 m from the plane of symmetry) is presented. The upper surface HB of the vehicle's main wing's leading edge forms a 6-degree angle with the incoming airflow, generating an oblique shock wave JK. This oblique shock wave JK interferes with the lower surface of the V-tail of the boosted vehicle along the Mach number cone, generating high pressure there and causing the vehicle to experience a nose-down interference torque. The simulated Mach number cloud diagram is essentially consistent with the flow interference principle, indicating that the oblique shock wave JK generated on the upper surface of the wing's leading edge is the primary cause of the boosted vehicle's nose-down. Summary of the Invention

[0006] In order to solve the above problems, the present application provides a high Mach number dual-rocket parallel booster main wing, booster and aircraft to solve the problem of being unable to achieve safe separation due to excessive nose-down torque of the boosted aircraft.

[0007] The first aspect of the present application provides a main wing of a high Mach number dual-rocket parallel booster, wherein any cross-section along the span direction of the main wing is an inverted trapezoid, wherein the lower base HE of the inverted trapezoid is located on the upper surface of the main wing, which serves as the chord line of the main wing and is higher than the median arc line of the main wing, and the upper base GF of the inverted trapezoid is located on the lower surface of the main wing, and the relative camber of the airfoil is between -5% and -0.5%.

[0008] Preferably, each turning point of the inverted trapezoid is transitioned into an arc shape.

[0009] Preferably, the relative camber of the airfoil is set to 3%.

[0010] Preferably, the length of the middle portion of the main wing along the running direction of the carrier rocket is greater than the length of the portions on both sides connected to the two carrier rockets.

[0011] A second aspect of the present application provides a high Mach number dual-rocket parallel booster, comprising two carrier rockets, which are connected by the high Mach number dual-rocket parallel booster main wing as described above.

[0012] A third aspect of the present application provides a high Mach number aircraft, comprising an aircraft and the high Mach number dual-rocket parallel booster as described above, wherein each main wing of the high Mach number dual-rocket parallel booster is connected to the bottom of each wing of the carried aircraft via a bracket.

[0013] This application significantly reduces the nose-down moment of the boosted aircraft, ensuring flight safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is an overhead view of the booster and boosted aircraft combination of the existing dual-rocket parallel boosting.

[0015] Figure 2 yes Figure 1 Front view of the structure shown.

[0016] Figure 3 yes Figure 1 AA cross-sectional diagram of the structure shown.

[0017] Figure 4 yes Figure 1 AA section flow interference principle diagram of the structure shown.

[0018] Figure 5 This is a cross-sectional view of the main wing of the high Mach number dual rocket parallel booster provided by this application.

[0019] Figure 6 This is the main view of the structure of the booster and boosted aircraft combination provided by this application.

[0020] Figure 7This is a schematic diagram of the pitch moment coefficient changes of the aircraft provided by this application, existing aircraft, and aircraft without boosters. DETAILED DESCRIPTION

[0021] In order to make the purpose, technical solutions and advantages of the implementation of this application clearer, the technical solutions in the implementation of this application will be described in more detail below in conjunction with the drawings in the implementation of this application. In the drawings, the same or similar numbers throughout represent the same or similar elements or elements with the same or similar functions. The described implementation is a part of the implementation of this application, not all of the implementations. The implementation described below with reference to the drawings is exemplary and is intended to be used to explain this application, and should not be understood as a limitation on this application. Based on the implementation in this application, all other implementations obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The implementation of this application is described in detail below in conjunction with the drawings.

[0022] The first aspect of the present application provides a main wing of a high Mach number dual-rocket parallel booster, wherein any cross-section along the span direction of the main wing is an inverted trapezoid, wherein the lower base HE of the inverted trapezoid is located on the upper surface of the main wing, which serves as the chord line of the main wing and is higher than the median arc line of the main wing, and the upper base GF of the inverted trapezoid is located on the lower surface of the main wing, and the relative camber of the airfoil is between -5% and -0.5%.

[0023] like Figure 5 As shown, the AA section 0.5m away from the symmetry plane is taken as an example to illustrate the design method of the carrier main wing of the present invention:

[0024] First, determine the leading edge point H and trailing edge point E of the carrier's main wing, and use the connecting line HE as the upper surface of the carrier's main wing airfoil;

[0025] Secondly, according to the structural load requirements: 1) The required airfoil thickness for this section is 358mm; 2) The airfoil segment length for a structural thickness of 358mm is 3290mm. Based on the above constraints, after offsetting the HE downward by 358mm, the leading and trailing edges of the resulting offset segment are cut off by the same length to obtain the segment GF, and the length of GF is made equal to 3290mm.

[0026] Finally, HEFGH is connected to form the AA section booster main wing airfoil of the present invention, which is 0.5m away from the symmetry plane.

[0027] Following the three steps above, the remaining cross-sectional airfoils of the vehicle's main wing are constructed, completing the entire vehicle's main wing. For the current separation state (Mach number 5.0, altitude 25km, angle of attack 2 degrees), the angle between the upper surface of the airfoil and the incoming airflow is almost zero. Therefore, the intensity of the oblique shock wave JK generated by the leading edge of the vehicle's upper wing surface is significantly reduced compared to existing technologies. Consequently, the resulting pressurization effect of the oblique shock wave JK interfering with the lower surface of the V-tail of the boosted vehicle is significantly reduced compared to existing technologies, thereby reducing the nose-down moment of the boosted vehicle at this time, fundamentally resolving the problem of the boosted vehicle's excessive nose-down moment causing the inability to achieve safe separation.

[0028] To verify the validity of this application, numerical simulations were carried out on the booster and boosted vehicle assembly formed according to the above steps, according to the above separation conditions, and the pitching moment coefficient of the boosted vehicle at the separation zero time was obtained; and the results were compared with the existing simulation results of the pitching moment of the boosted vehicle in the assembly configuration, as shown in FIG. Figure 7 As shown, it can be seen that the pitch moment coefficient of the present application is significantly improved. The present application has the following advantages:

[0029] 1) The nose-down moment coefficient of the boosted vehicle is significantly reduced within the range of the combined body angle of attack of -4 degrees to +8 degrees. For a separation angle of attack of +2 degrees, the interference moment coefficient generated by the launch vehicle's nose cone, main wing, and bracket is reduced to -0.0058 (the negative sign indicates that the interference moment is in the nose-down direction) after adopting the present application. When the present application is not adopted, the interference moment coefficient is -0.0186 (the negative sign indicates that the interference moment is in the nose-down direction). The present application reduces the nose-down interference moment coefficient borne by the boosted vehicle by 68.7%.

[0030] 2) With this application, the pitching interference torque of the carrier's main wing on the carried aircraft is greatly reduced. In the aforementioned separation state, the total pitching moment coefficient of the boosted aircraft at the zero moment of separation is reduced from -0.0151 (the negative sign indicates the pitching direction) to -0.0023 (the negative sign indicates the pitching direction);

[0031] 3) With the present application, the pitching interference moment of the carrier's main wing on the carried aircraft is greatly reduced. In the aforementioned separation state, at the zero moment of separation, the total pitching moment of the boosted aircraft is reduced from -4477N·m (the negative sign indicates the pitching direction) to -682N·m (the negative sign indicates the pitching direction).

[0032] 4) With this application, the interference moment of the main wing of the carrier on the carried aircraft is greatly reduced. In the aforementioned separation state, at the separation zero moment, the pitch angle acceleration of the boosted aircraft is from -73.15° / s 2 (The negative sign indicates the direction of looking down) decreases to -11.14° / s 2(The negative sign indicates the nose-down direction), with a decrease of 84.7%. It can be seen that the nose-down angular acceleration of the boosted vehicle at the separation zero moment is greatly reduced.

[0033] The main wing of the high Mach number dual rocket parallel booster of this application is generally based on the improved design of the existing main wing. As mentioned above, priority is given to ensuring that the relative thickness of the airfoil remains unchanged to ensure that the load-bearing capacity of the carrier's main wing structure remains unchanged. That is, after determining the line segment HE, the line segment GF is determined according to the existing airfoil thickness, and accordingly, the relative curvature of the airfoil is determined. In an alternative implementation, the relative curvature of the airfoil can also be specified to calculate the new line segment GF, for example, the relative curvature of the airfoil is set to 3%.

[0034] In addition, compared with the prior art, the installation angle of the main wing of the carrier of the present application remains unchanged, thereby ensuring that the lift characteristics of the main wing in the supersonic range remain unchanged.

[0035] In some optional implementations, each turning point of the inverted trapezoid is transitioned into an arc shape.

[0036] In some optional embodiments, the length of the middle portion of the main wing along the direction of movement of the carrier rocket is greater than the length of the portions on both sides connected to the two carrier rockets.

[0037] A second aspect of the present application provides a high Mach number dual-rocket parallel booster, comprising two carrier rockets, which are connected by the high Mach number dual-rocket parallel booster main wing as described above.

[0038] The third aspect of the present application provides a high Mach number aircraft, referring to Figure 6 , including an aircraft and the high Mach number dual-rocket parallel booster as above, wherein each main wing of the high Mach number dual-rocket parallel booster is connected to the bottom of each wing of the carried aircraft through a bracket.

[0039] After adopting this application, the airfoil mean camber line HMNE is located below the airfoil chord line HE, so the airfoil has a negative camber. According to classical supersonic theory, the negative camber of the airfoil does not affect lift, but it will bring a certain drag cost; however, for a rocket tail-powered carrier, the drag increment caused by the camber of the carrier's main wing is relatively small. While the angle between the upper surface of the airfoil and the incoming flow decreases, the angle between the leading edge HG of the lower surface of the airfoil and the incoming flow increases significantly. Therefore, the intensity of the oblique shock wave JL at the leading edge of the lower surface of the airfoil will increase significantly. The oblique shock wave JL is located below the main wing. Since the main wing blocks the oblique shock wave JL, it will basically not interfere with the carried aircraft.

[0040] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A high Mach number dual rocket parallel booster main wing, characterized in that: Any cross-section along the span direction of the main wing is an inverted trapezoid, wherein the lower base HE of the inverted trapezoid is located on the upper surface of the main wing, which serves as the chord line of the main wing and is higher than the median camber line of the main wing. The upper base GF of the inverted trapezoid is located on the lower surface of the main wing, and the relative camber of the airfoil is between -5% and -0.5%.

2. The high Mach number dual rocket parallel booster main wing according to claim 1, characterized in that: The turning points of the inverted trapezoid are transitioned through arcs.

3. The high Mach number dual rocket parallel booster main wing according to claim 1, characterized in that: The relative camber of the airfoil is set to 3%.

4. The high Mach number dual rocket parallel booster main wing according to claim 1, characterized in that: The length of the middle part of the main wing along the running direction of the carrier rocket is greater than the length of the parts on both sides connected to the two carrier rockets.

5. A high Mach number dual rocket parallel booster, characterized in that: The invention comprises two carrier rockets, which are connected via the high Mach number dual rocket parallel booster main wing as described in any one of claims 1 to 4.

6. A high Mach number aircraft, characterized in that: It comprises an aircraft and the high Mach number dual-rocket parallel booster as claimed in claim 5, wherein each main wing of the high Mach number dual-rocket parallel booster is connected to the bottom of each wing of the carried aircraft through a bracket.

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