Variable sub-wing wide speed range aircraft

Abstract

The application provides a variable sub-wing wide-speed-range aircraft, which comprises a fuselage, a power device, a wing, a tail wing, a parent wing deformation mechanism, a sub-wing deformation mechanism and an on-board control system; a tail wing steering engine is additionally installed in the fuselage; the fuselage is composed of a fusion body fuselage and a waverider forebody; the wing is composed of a variable sweep parent wing arranged on the left and right sides of the fusion body fuselage and a leading edge sub-wing arranged at the front end of the variable sweep parent wing; the variable sweep parent wing is connected with the fusion body fuselage through the parent wing deformation mechanism; the leading edge sub-wing is connected with the variable sweep parent wing through the sub-wing deformation mechanism; the on-board control system is installed in the inner cabin of the waverider forebody and is connected with the parent wing deformation mechanism, the sub-wing deformation mechanism, the tail wing steering engine and the power device through electric control lines. The application realizes the wide-speed-range aerodynamic layout of subsonic speed, supersonic speed and hypersonic speed through multi-degree-of-freedom deformation, can meet the high lift and lift-drag ratio requirements of each flight stage and improves the comprehensive aerodynamic performance in the flight mission profile.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aircraft design and manufacturing, in particular to a wide-speed-range aircraft with variable primary and secondary wings. BACKGROUND

[0002] Wide-speed-range aerodynamic layout can achieve high performance flight in the speed range from subsonic to hypersonic, and is a research hotspot in the field of aerospace. Wide-speed-range aerodynamic layout design pursues high lift and lift-drag ratio in the flight mission profile. However, wide-speed-range flight faces the problem of multiple flow states caused by large Mach number span and large dynamic pressure span, and the configuration for each flight stage to produce optimal aerodynamic performance is different. Small sweep angle and large aspect ratio wings are suitable for subsonic flight, large sweep angle and small aspect ratio wings are suitable for supersonic flight, and waverider or wave eliminator is the first choice for hypersonic flight. Therefore, the traditional fixed configuration scheme cannot meet the aerodynamic performance requirements of the flight mission profile, and it is difficult to achieve wide-speed-range design. SUMMARY

[0003] In view of the technical problems in the above background art, the present application provides a wide-speed-range aircraft with variable primary and secondary wings, the deformation design of the primary wing and the secondary wing of the aircraft respectively refers to the main wing sweep motion and the small wing feather additional motion of birds, and through multi-degree-of-freedom deformation, the wide-speed-range aerodynamic layout for subsonic, supersonic and hypersonic flight is realized, which can meet the requirements of high lift and lift-drag ratio in each flight stage, and is expected to improve the overall aerodynamic performance in the flight mission profile, and solve the problem that the traditional fixed configuration scheme cannot balance the wide-speed-range aerodynamic demand.

[0004] To solve the above technical problems, the present application provides a wide-speed-range aircraft with variable primary and secondary wings, which comprises a fuselage, a power device installed on the abdomen of the fuselage, wings arranged on the left and right sides of the fuselage, and a tail wing installed at the tail of the fuselage; a tail rudder is further installed inside the fuselage for driving the tail wing; the aircraft further comprises a primary wing deformation mechanism, a secondary wing deformation mechanism and an on-board control system;

[0005] The fuselage is composed of a fusion body and a waverider forebody; the waverider forebody is installed at the leading end of the fusion body to form a main body accommodating the load of the aircraft together;

[0006] The wings are composed of a variable sweep primary wing arranged on the left and right sides of the fusion body and a leading edge secondary wing arranged at the most front end of the variable sweep primary wing; the variable sweep primary wing is connected with the fusion body through the primary wing deformation mechanism to realize stepless regulation of the sweep angle of the leading edge; the leading edge secondary wing is connected with the variable sweep primary wing through the secondary wing deformation mechanism to realize displacement and rotation relative to the variable sweep primary wing;

[0007] The airborne control system is installed in the inner cabin of the waverider forebody and is connected with the parent wing deformation mechanism, the sub-wing deformation mechanism, the tail rudder mechanism and the power device through electric control lines respectively.

[0008] The variable sub-parent wing wide-speed range aircraft, wherein the parent wing deformation mechanism comprises variable sweep drivers matched and installed inside the variable sweep parent wing on the left and right sides of the fuselage body and variable sweep rails matched and fixedly installed inside the fuselage body.

[0009] The variable sub-parent wing wide-speed range aircraft, wherein the sub-wing deformation mechanism comprises a sub-wing driver and a sub-wing connecting rod; the sub-wing connecting rod is fixedly installed on the leading edge sub-wing; the sub-wing driver is fixedly installed on the variable sweep parent wing and is electrically connected with the airborne control system, and a power output end of the sub-wing driver is matched and connected with the sub-wing connecting rod through a gear mechanism to drive the leading edge sub-wing to rotate around the sub-wing connecting rod or move forward along the sub-wing connecting rod.

[0010] The variable sub-parent wing wide-speed range aircraft, wherein the power device is matched and installed on the belly of the fuselage body, adopts a turbine-based combined cycle engine and comprises a mode management system and a turbine engine and a scramjet engine electrically connected with the mode management system; the mode management system is also electrically connected with the airborne control system to receive power switching instructions sent by the airborne control system, controls the turbine engine to start when the Mach number is less than 3 in a low-speed stage, and controls switching to the scramjet engine to start when the Mach number is greater than 3 in a high-speed stage.

[0011] The variable sub-parent wing wide-speed range aircraft, wherein the lower surface of the waverider forebody is a compression surface generated according to a tangent cone design theory, and the upper surface is a free flow surface modified to increase the internal volume.

[0012] The variable sub-parent wing wide-speed range aircraft, wherein the contact part of the variable sweep parent wing and the fuselage body is smoothly connected through a flexible skin.

[0013] The variable sub-parent wing wide-speed range aircraft, wherein the middle section of the variable sweep rail is fixedly installed inside the fuselage body through a rail base.

[0014] By adopting the technical scheme, the present application has the following beneficial effects:

[0015] Compared with the traditional fixed configuration, the variable sub-mother wing wide-speed range aircraft of the application can adaptively adjust the leading edge sweep angle of the variable sweep mother wing in different flight stages of subsonic speed, supersonic speed and hypersonic speed, optimize the near-wall flow and continuously generate high lift and lift-drag ratio. In the subsonic flight stage, the variable sweep mother wing is in the minimum sweep angle position, and the leading edge sub-wing has two deformation freedoms of upward rotation and forward movement relative to the variable sweep mother wing. The upward rotating leading edge sub-wing not only suppresses the flow separation on the leeward surface of the variable sweep mother wing through its own leading edge vortex, but also maintains the stability of the leading edge vortex of the variable sweep mother wing, thereby enhancing the high angle of attack lift and maneuverability of the aircraft. In the hypersonic flight stage, the variable sweep mother wing can be inwardly retracted to the maximum sweep angle position, and the whole aircraft presents a high-lift configuration similar to a waverider, so as to improve the lift-drag ratio at high speed. The wide-speed range deformation scheme of the application can improve the comprehensive aerodynamic performance of the flight mission profile, and has important application significance.

[0016] The specific advantages of the application mainly lie in the following aspects:

[0017] (1) The leading edge sweep angle of the variable sweep mother wing can be dynamically adjusted according to the flight speed, generating a high-performance wide-speed range layout suitable for different flight conditions and stages;

[0018] (2) The deformation mechanism of the variable sweep mother wing is composed of a variable sweep driver and a variable sweep guide rail, realizing stepless control of the leading edge sweep angle of the variable sweep mother wing;

[0019] (3) The additional movement of the leading edge sub-wing can effectively suppress the flow separation on the leeward surface of the variable sweep mother wing and stabilize the leading edge vortex of the variable sweep mother wing, thereby improving the high angle of attack lift and maneuverability of the aircraft at subsonic speed;

[0020] (4) The variable sweep mother wing is inwardly retracted to the maximum sweep angle position at hypersonic speed, and the whole aircraft forms a waverider-like configuration, increasing the efficiency of lift generation at hypersonic speed and improving the lift-drag ratio;

[0021] (5) The variable sweep mother wing and the leading edge sub-wing can be asymmetrically deformed on both sides of the fuselage of the fusion body, providing a new way for lateral and longitudinal control;

[0022] (6) The upward V-tail responds in real time to the deformation of the variable sweep mother wing and the leading edge sub-wing, maintaining the stability of the attitude of the aircraft. BRIEF DESCRIPTION OF DRAWINGS

[0023] In order to more clearly illustrate the specific embodiments of the application or the technical solutions in the prior art, the drawings needed in the following description of the specific embodiments or the prior art will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0024] Figure 1 Structure diagram of a variable sub-wing wide-speed-range aircraft of the present application;

[0025] Figure 2 Front view of a variable sub-wing wide-speed-range aircraft of the present application;

[0026] Figure 3 Side view of a variable sub-wing wide-speed-range aircraft of the present application;

[0027] Figure 4 Top view of a variable sub-wing wide-speed-range aircraft of the present application;

[0028] Figure 5 Structure diagram of a variable sub-wing wide-speed-range aircraft of the present application;

[0029] Figure 6 Structure diagram of a variable sub-wing wide-speed-range aircraft of the present application;

[0030] Figure 7 Variable sub-wing wide-speed-range aircraft of the present application in a maximum extension of the variable sweep wing and a closed layout of the leading edge sub-wing in the subsonic flight stage;

[0031] Figure 8 Variable sub-wing wide-speed-range aircraft of the present application in a maximum extension of the variable sweep wing and an open layout of the leading edge sub-wing in the subsonic flight stage;

[0032] Figure 9 Variable sub-wing wide-speed-range aircraft of the present application in a maximum retraction of the variable sweep wing in the hypersonic flight stage.

[0033] In the figure: 1 - Waverider forebody, 2 - Fuselage, 3 - Variable sweep wing, 4 - Leading edge sub-wing, 5 - Tail, 6 - Power plant, 7 - Variable sweep driver, 8 - Variable sweep guide rail, 9 - Guide rail base, 10 - Sub-wing driver, 11 - Sub-wing link. DETAILED DESCRIPTION

[0034] The technical solutions of the present application will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor fall within the scope of protection of the present application.

[0035] The present application will be further explained and described below in conjunction with specific embodiments.

[0036] As Figure 1As shown, the variable sub-wing wide-speed-range aircraft provided by the embodiment includes a waverider forebody 1, a blended body fuselage 2, a variable sweepback parent wing 3, a leading edge sub-wing 4, a tail wing 5, a power device 6, a variable sweepback driver 7, a variable sweepback guide rail 8, a guide rail base 9, a sub-wing driver 10, a sub-wing connecting rod 11, and an airborne control system.

[0037] The waverider forebody 1 and the blended body fuselage 2 form a fuselage; the tail end of the waverider forebody 1 is connected to the head end of the blended body fuselage 2 to form a main body of the aircraft accommodating loads; wherein the lower surface of the waverider forebody 1 is a compression surface generated according to the theory of tangent cone design, and the upper surface is a free flow surface modified to increase the internal volume.

[0038] The variable sweepback parent wing 3 is arranged symmetrically on the left and right sides of the fuselage 2; wherein the outer surface of the contact part between the variable sweepback parent wing 3 and the blended body fuselage 2 is smoothly transitioned by a flexible skin. Inside the pair of variable sweepback parent wings 3, a pair of variable sweepback drivers 7 are fixedly installed.

[0039] Inside the blended body fuselage 2, a pair of (arranged in front and back) curved variable sweepback guide rails 8 parallel to each other are arranged along the left and right directions; wherein the two ends of each variable sweepback guide rail 8 are respectively connected to the corresponding variable sweepback drivers 7 inside the pair of variable sweepback parent wings 3, the shape of the variable sweepback guide rail 8 within the movement range of the variable sweepback driver 7 is circular arc, and the middle section of each variable sweepback guide rail 8 is assembled and connected to the inside of the blended body fuselage 2 through the guide rail base 9. The variable sweepback driver 7 controls the rotation of the variable sweepback parent wing 3 along the variable sweepback guide rail 8 around the wing root leading edge point of the wing (including the variable sweepback parent wing 3 and the leading edge sub-wing 4) after receiving the instruction of the airborne control system (specifically, the variable sweepback driver 7 displaces along the variable sweepback guide rail 8 with the variable sweepback parent wing 3), to adjust the leading edge sweepback angle of the variable sweepback parent wing 3 to adapt to the current flight speed, and form a high-lift and lift-drag ratio aerodynamic layout.

[0040] The leading edge sub-wing 4 is arranged at the most front end of the variable sweepback parent wing 3, and the variable sweepback parent wing 3 and the leading edge sub-wing 4 form the wing of the aircraft; wherein the leading edge sub-wing 4 is connected to the variable sweepback parent wing 3 through the sub-wing driver 10 and the sub-wing connecting rod 11; specifically, the sub-wing driver 10 is fixedly connected to one side of the variable sweepback parent wing 3 close to the blended body fuselage 2; the sub-wing connecting rod 11 is fixedly installed at the tail of the leading edge sub-wing 4 close to the blended body fuselage 2; the power output end of the sub-wing driver 10 is connected to the sub-wing connecting rod 11 through a gear mechanism, and the sub-wing driver 10 drives the leading edge sub-wing 4 to rotate around the sub-wing connecting rod 11 (rotation movement toward the inside of the sub-wing connecting rod 11) or move forward along the sub-wing connecting rod 11.

[0041] The tail wing 5 is matched and installed at the back of the tail section of the fuselage 2 and adopts an upper reverse V-shaped tail wing, which comprises two parts of a fixed tail wing stabilizer and a movable trailing edge rudder.

[0042] The power device 6 is a turbine-based combined cycle engine and is matched and installed at the belly of the fuselage 2, serving as a power system of the aircraft and being composed of a mode management system and a turbine engine and a scramjet engine electrically connected with the mode management system; the turbine engine and the scramjet engine are arranged in parallel, wherein the turbine passage of the turbine engine and the ram passage of the scramjet engine are independent of each other, the air inlet duct and the tail nozzle part structures are shared, and the switching of the turbine engine and the scramjet engine is realized by opening and closing of a splitter plate of the air inlet duct and the tail nozzle (the position change of the splitter plate is controlled by the mode management system); in the low-speed stage with a Mach number less than 3, the turbine engine is utilized to provide stable thrust; in the high-speed stage with a Mach number greater than 3, the scramjet engine is switched to effectively propel the aircraft to fly forward.

[0043] The onboard control system is installed in the inner cabin of the waverider forebody 1 and is electrically connected with the variable sweep driver 7, the subwing driver 10, the tail rudder actuator inside the tail end of the fuselage 1 and the splitter plate driver of the power device 6 through electric control lines respectively; the sweep angle deformation of the variable sweep parent wing 3 is controlled by adjusting the variable sweep driver 7 through the onboard control system, the additional movement of the leading edge subwing 4 is controlled by adjusting the subwing driver 10, the deflection of the tail rudder is controlled by adjusting the tail rudder actuator, and the working mode of the power device 6 is controlled by adjusting the splitter plate driver of the power device 6.

[0044] The variable sweep driver 7 and the variable sweep guide rail 8 constitute a parent wing deformation mechanism, and the subwing driver 10 and the subwing connecting rod 11 constitute a subwing deformation mechanism; the parent wing deformation mechanism and the subwing deformation mechanism herein receive the instructions of the onboard control system, can not only realize the deformation of the wings in left-right symmetry, but also realize the deformation in asymmetry, thereby improving the lateral directional maneuvering performance of the aircraft.

[0045] The working principle of the present application is as follows:

[0046] As shown in Figure 7 When the wide-speed-range aircraft with variable parent and subwings of the present application flies at subsonic speed, the variable sweep driver 7 pushes the variable sweep parent wing 3 to rotate along the variable sweep guide rail 8 to the maximum extended position, so that the wing has a small sweep angle and a large aspect ratio, thereby realizing the high-lift and lift-drag ratio layout of subsonic flight.

[0047] As Figure 8 shown, when the variable sub-mother wing wide-speed range aircraft of the present application makes large angle of attack maneuver in subsonic flight stage, the sub-wing driver 10 pushes the leading edge sub-wing 4 to rotate on the sub-wing connecting rod 11 or move forward along the sub-wing connecting rod, so that the leading edge sub-wing 4 is in an open state. On the one hand, the open leading edge sub-wing 4 can inhibit the flow separation on the leeward surface of the variable rear-swept wing 3 by generating its own leading edge vortex; on the other hand, the open leading edge sub-wing 4 can maintain the stability of the variable rear-swept wing leading edge vortex. In this way, the leading edge sub-wing 4 becomes a vortex controller of the variable rear-swept wing 3, maintaining its high lift in large angle of attack state.

[0048] As Figure 9 shown, when the variable sub-mother wing wide-speed range aircraft of the present application flies at hypersonic speed, the variable rear-swept wing 3 is rotated to the maximum inward position along the variable rear-swept guide rail 8 by the variable rear-swept driver 7, so that the whole machine presents a quasi-ogive body configuration, realizing high lift and lift-drag ratio layout of hypersonic flight.

[0049] As Figure 4 shown, when the variable sub-mother wing wide-speed range aircraft of the present application flies at intermediate speed in supersonic speed, the variable rear-swept driver 7 pushes the variable rear-swept wing 3 to rotate to the intermediate position along the variable rear-swept guide rail 8, ensuring that the wing has a suitable large sweep angle and small aspect ratio, so as to realize high lift and lift-drag ratio layout of supersonic flight. The variable mode of the present application can realize stepless control of the wing leading edge sweep angle, making the aerodynamic performance optimization have high flexibility.

[0050] The present application has reasonable structure design, realizes subsonic, supersonic and hypersonic wide-speed range aerodynamic layout, can take into account the high lift and lift-drag ratio requirements of each flight stage, is expected to improve the comprehensive aerodynamic performance in the flight mission profile, and solves the problem that the traditional fixed configuration is difficult to balance the wide-speed range aerodynamic demand.

[0051] Finally, it should be pointed out that: the above embodiments are only used to illustrate the technical solutions of the present application, but not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A variable sub-wing wide speed range aircraft, comprising a fuselage, a power device installed on the belly of the fuselage, wings arranged on the left and right sides of the fuselage, and a tail wing (5) installed on the tail of the fuselage; a tail wing steering engine for driving the tail wing (5) is also installed inside the fuselage; characterized in that: The aircraft also comprises a parent wing deformation mechanism, a sub-wing deformation mechanism and an on-board control system; The fuselage is composed of a fusion body (2) and a waverider forebody (1); the waverider forebody (1) is installed at the head end of the fusion body (2) to form a main body of the aircraft together to accommodate loads; The wing is composed of a variable-sweep parent wing (3) arranged on the left and right sides of the fusion body (2) and a leading-edge sub-wing (4) arranged at the front end of the variable-sweep parent wing (3); the variable-sweep parent wing (3) is connected with the fusion body (2) through the parent wing deformation mechanism to realize stepless control of the sweep angle of the leading edge; the leading-edge sub-wing (4) is connected with the variable-sweep parent wing (3) through the sub-wing deformation mechanism to realize displacement and rotation relative to the variable-sweep parent wing (3); The on-board control system is installed in the inner cabin of the waverider forebody (1) and is connected with the parent wing deformation mechanism, the sub-wing deformation mechanism, the tail rudder mechanism and the power device (6) through electric control lines respectively; The parent wing deformation mechanism comprises a variable-sweep driver (7) installed in the variable-sweep parent wing (3) on the left and right sides of the fusion body (2) and a variable-sweep guide rail (8) fixedly installed in the fusion body (2); the two ends of the variable-sweep guide rail (8) in the length direction are connected with the variable-sweep drivers (7) in the variable-sweep parent wings (3) on the left and right sides of the fusion body (2) respectively; the variable-sweep driver (7) is electrically connected with the on-board control system; The sub-wing deformation mechanism comprises a sub-wing driver (10) and a sub-wing connecting rod (11); the sub-wing connecting rod (11) is fixedly installed on the leading-edge sub-wing (4); the sub-wing driver (10) is fixedly installed on the variable-sweep parent wing (3) and is electrically connected with the on-board control system, and the power output end thereof is connected with the sub-wing connecting rod (11) through a gear mechanism to drive the leading-edge sub-wing (4) to rotate around the sub-wing connecting rod (11) or move forward along the sub-wing connecting rod (11).

2. The variable aspect ratio aircraft of claim 1, wherein: The power device (6) is installed in the belly of the fusion body (2) and adopts a turbine-based combined cycle engine and comprises a mode management system and a turbine engine and a scramjet engine electrically connected with the mode management system; the mode management system is also electrically connected with the on-board control system to receive power switching instructions from the on-board control system; when the Mach number is less than 3 in the low-speed stage, the turbine engine is controlled to start; when the Mach number is greater than 3 in the high-speed stage, the scramjet engine is controlled to start.

3. The variable aspect ratio aircraft of claim 1, wherein: The lower surface of the waverider forebody (1) is a compression surface generated according to the theory of tangent cone design, and the upper surface is a free flow surface modified to increase the internal volume.

4. The variable aspect ratio aircraft of claim 1, wherein: The contact part of the variable-sweep parent wing (3) and the fusion body (2) is smoothly connected through a flexible skin.

5. The variable aspect ratio aircraft of claim 1, wherein: The middle section of the variable-sweep guide rail (8) is fixed to the inside of the fusion body (2) through a guide rail base (9).

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