A suborbital reusable manned tourist vehicle

Abstract

The application discloses a suborbital reusable manned tourist aircraft, and relates to the technical field of spaceflight, comprising: a booster and a load cabin; the booster comprises: a multifunction cabin, a liquid oxygen storage tank, an inter-tank section, a kerosene storage tank, a transition section and a tail section; three engines are arranged on the transition section, one engine is located at the center position of the transition section, and the other two engines are arranged in axial symmetry with the engine at the center position of the transition section as the center, and the three engines are connected in a linear layout; a ring control life support system is arranged in the load cabin; four reverse thrust engines are arranged at the bottom of the load cabin; a parachute cabin is arranged at the top of the load cabin, and a main parachute device and a backup parachute device are arranged in the parachute cabin. The application has the advantages of simple structure, high efficiency, practicality, safety and reliability by changing the layout of the engine, the type and working mode of the propellant, adjusting the recovery aerodynamic deceleration and the attitude control mode.

Description

Technical Field

[0001] This application relates to the field of aerospace technology, and in particular to a suborbital reusable manned tourism vehicle. Background Technology

[0002] Manned space tourism is an emerging industry that has emerged with the development of aerospace technology. Manned space tourism can realize passengers' dream of traveling in space since ancient times, and the industry has strong demand and a large economic scale.

[0003] Blue Origin is using its New Shepard rocket, capable of carrying six passengers or six payloads to fly over the Kármán Line (100 km altitude), for suborbital manned tourism. For example... Figure 1 As shown, the New Shepard rocket consists of a booster rocket and a separable crew capsule. After the crew capsule separates from the booster rocket, the crew will experience approximately 3 minutes of weightlessness. The separated booster rocket will be vertically recovered using engine retro-rockets and outriggers that extend at the end of flight, while the crew capsule will be recovered using a cluster of three parachutes and retro-rockets. As of May 31, 2025, the New Shepard rocket has completed 12 manned space tourism missions carrying a total of 64 people (including 4 return flights), and 14 payload missions carrying over 175 payloads.

[0004] like Figure 1 As shown, the functions of each component in the New Shepard rocket are as follows: (1) Head wing and annular fins: used to generate the recovery aerodynamic force of the booster rocket during descent, so as to improve the stability during descent and reduce propellant consumption during descent.

[0005] (2) Brake: Used to reduce the speed of the booster rocket when it returns to the ground, and can reduce the speed to 1 / 2 of the speed before the brake is activated.

[0006] (3) Tail fin: used to generate restoring aerodynamic force during the ascent and descent of the booster rocket, improve stability, and control the rocket's motion when the booster rocket's Mach number is no greater than 4.

[0007] (4) Landing rack: used to improve the stability of the booster rocket at the moment of landing, and to provide a buffer when the booster rocket collides with the ground.

[0008] The overall parameters of the New Shepard rocket are shown in Table 1:

[0009] Table 1 shows the overall parameters of the New Shepard rocket.

[0010] A typical profile of a New Shepard rocket's crew capsule flight mission is shown below. Figure 2 As shown, Figure 2 This is a structural schematic diagram of one embodiment of the carrier aircraft and spacecraft combination.

[0011] Virgin Galactic is developing its SpaceShipTwo spacecraft, capable of carrying two pilots and four passengers, for suborbital manned tourism. SpaceShipTwo consists of the WhiteKnight 2 carrier aircraft and a detachable SpaceShipTwo spacecraft. During flight, the carrier aircraft first carries the spacecraft to an altitude of approximately 15 km. The spacecraft then separates from the carrier aircraft and activates its own rocket engines, propelling passengers to an altitude of approximately 90 km after about 60 seconds, providing them with about 3 minutes of weightlessness. During descent, due to its slower reentry speed, the spacecraft does not require a heat shield like other reentry vehicles. It simply folds its wings to create a high-drag configuration, utilizing the resulting atmospheric drag to slowly enter the atmosphere. After descending to 20 km, the spacecraft reassembles its wings and glides in the air to decelerate, ultimately landing horizontally like a traditional aircraft. As of January 26, 2024, SpaceShipTwo had completed nine manned space tourism missions, carrying a total of 33 people (excluding the pilot).

[0012] The overall parameters of SpaceShipTwo are shown in Table 2.

[0013] Table 2 shows the overall parameters of SpaceShipTwo.

[0014] However, the New Shepard rocket and SpaceShipTwo spacecraft had the following problems: (1) When the New Shepard rocket performed manned missions, it used a rocket stage (i.e., a booster rocket) as a booster and liquid oxygen and liquid hydrogen as propellants. Due to the wide explosive range of hydrogen, its safety is very poor; the booster rocket is powered by only one engine during ascent and recovery. In addition to the high requirements for engine thrust adjustment, a single engine does not have the ability to control the roll path, nor does it have power redundancy, resulting in low safety and reliability for manned missions. The combination of the New Shepard rocket's flat brake and wing has poor attitude control during descent.

[0015] (2) In the New Shepard rocket, the booster rockets adopted a vertical recovery scheme. The advantages of the vertical recovery scheme are: the rocket landing point is controllable, the cost of rocket damage detection and refurbishment is lower, and it can be quickly put back into use; the vertical recovery flight force and thermal environment are relatively friendly, and the changes to the rocket's own structural design are minimal, making it the most economical recovery method. The disadvantages of the vertical recovery scheme are: using a vertical descent method requires the engine to have multiple ignition and deep thrust variation capabilities, and propellant must be reserved in advance for engine retro-thrust, which will cause a certain loss of rocket carrying capacity (about 20%), and the technology is difficult.

[0016] (3) In the New Shepard rocket, the crew compartment uses a parachute recovery scheme. The main technical challenge of the parachute recovery scheme is the control technology for the inflation synchronization of the large parachute group system. If the inflation synchronization of the parachutes is poor, it will cause uneven distribution of aerodynamic loads among the parachutes, which will lead to attitude disturbances in the crew compartment, and even damage to one or more parachutes. Therefore, the control technology for the inflation synchronization of the large parachute group system determines the reliability of the recovery method. The main advantage of the parachute recovery scheme is that the payload loss is relatively small (10%); the disadvantage is that the landing point is uncontrollable, and it usually requires landing thrust to reduce the impact on passengers at the moment of landing. In addition, the New Shepard rocket's crew compartment is only equipped with one parachute device, which has low reliability.

[0017] (4) In the New Shepard rocket, the crew compartment was just a sealed compartment equipped with an oxygen supply system. In case of an emergency (such as sudden depressurization), it was difficult to guarantee the safety of the crew.

[0018] (5) When SpaceShipTwo performs manned missions, it uses a carrier aircraft as a low-altitude booster. The carrier aircraft needs to be modified from a commercial airliner, and the spacecraft requires a special aerodynamic design. SpaceShipTwo requires airport runway support for both takeoff and landing, resulting in high infrastructure and operating costs. In addition, SpaceShipTwo uses toxic propellants, which are harmful to both humans and the environment.

[0019] (6) SpaceShipTwo employs a winged flight recovery scheme, the technical challenges of which lie in its complex aerodynamic design and attitude control. In this scheme, no powered deceleration system is installed; it relies primarily on gliding through a lifting body shape to re-enter the atmosphere. Achieving stable flight and landing control through aerodynamic control surfaces and attitude control is technically challenging. The advantages of the winged flight recovery scheme are controllable landing points, relatively mature landing technology similar to traditional aircraft landing technology, lower G-forces during landing, and a better crew experience. The disadvantages of the winged flight recovery scheme are its sensitivity to weather conditions and the significant loss of carrying capacity (approximately 30%) due to the installation of wing surfaces, control surfaces, landing gear, and other structures. Summary of the Invention

[0020] The purpose of this application is to provide a suborbital reusable manned tourism aircraft, which has the advantages of simple structure, high efficiency, practicality and safety by changing the engine layout, propellant type and working mode, and adjusting the recovery aerodynamic deceleration and attitude control method.

[0021] To achieve the above objectives, this application provides a suborbital reusable manned tourism vehicle, comprising: a booster and a payload bay; wherein, the booster includes: a multi-functional bay, a liquid oxygen tank for storing and supplying liquid oxygen to the engine, an inter-tank section, a kerosene tank for storing and supplying kerosene to the engine, a transition section, and a tail section; one end of the multi-functional bay is connected to the payload bay via an explosive bolt structure, the other end of the multi-functional bay is connected to one end of the liquid oxygen tank, the other end of the liquid oxygen tank is connected to one end of the inter-tank section, the other end of the inter-tank section is connected to one end of the kerosene tank, the other end of the kerosene tank is connected to one end of the transition section, and the other end of the transition section is connected to the tail section; three engines are mounted on the transition section, one engine is located at the center of the transition section, two engines are arranged symmetrically around the engine located at the center of the transition section, and the three engines are arranged in a straight line after connection; each engine is equipped with Two servo systems operate in a dual-swing configuration, and the three engines working in tandem enable three-channel control of the booster's pitch, yaw, and roll. An environmental control and life support system is installed within the payload bay. This system monitors environmental parameters within the payload bay, obtains information, and controls the operation of various environmental control subsystems. These subsystems include at least an oxygen concentration control subsystem and a carbon dioxide and trace harmful gas removal control subsystem. Four retro-thrust engines are located at the bottom of the payload bay for aerodynamic deceleration and attitude control during the payload bay recovery phase. A parachute compartment is located at the top of the payload bay, containing both a primary parachute and a backup parachute. After automatic separation of the booster and payload bay via an explosive bolt structure, the booster is actively controlled by the three engines to fly to the predetermined location for vertical recovery. The payload bay lands safely via parachute.

[0022] As described above, the multi-functional cabin is equipped with an attitude control propulsion system, a grid servo system, a liquid oxygen tank pressurization system, and avionics. The attitude control propulsion system is used to achieve three-channel stabilization control of the booster. The grid servo system responds to the three-channel stabilization control commands output by the attitude control propulsion system by driving the grid fins or engine to deflect and move at preset angles. The liquid oxygen tank pressurization system maintains stable pressure within the tank by injecting high-pressure gas, ensuring a continuous supply of liquid oxygen to the engine during the booster's three-channel stabilization control process. The avionics system provides electrical support to the attitude control propulsion system, grid servo system, and liquid oxygen tank pressurization system, while also collecting operational status data from each system and transmitting the collected data to the attitude control propulsion system, enabling interactive feedback between the three-channel stabilization control commands and the operational status of each system. The systems include the attitude control propulsion system, grid servo system, liquid oxygen tank pressurization system, and engine.

[0023] As described above, the attitude control power system includes at least four sets of cold air nozzles and air path control and supply units; each set of cold air nozzles is connected to the air path control and supply unit, and the air path control and supply unit drives the cold air nozzles to achieve attitude control function.

[0024] As shown above, the center of the multi-functional cabin is taken as the quadrant center point. The X-axis passes through the quadrant center point and corresponds to the horizontal radial direction of the multi-functional cabin. The Y-axis passes through the quadrant center point and is perpendicular to the X-axis. (+X,+Y) is the first quadrant, (-X,+Y) is the second quadrant, (-X,-Y) is the third quadrant, and (+X,-Y) is the fourth quadrant. The four sets of cold air nozzles are respectively set at the 45° quadrant line of the four quadrants.

[0025] As described above, each set of cold air nozzles includes a first cold air nozzle, a second cold air nozzle, and a third cold air nozzle; the first cold air nozzle is disposed between the second and third cold air nozzles, and the first cold air nozzle has a preset arrangement angle with the axis of the multi-functional cabin; the second and third cold air nozzles are arranged radially along the multi-functional cabin, and the second and third cold air nozzles are perpendicular to each other.

[0026] As shown above, the preset arrangement angle is 75°.

[0027] As shown above, the thrust axis spacing between two adjacent sets of cold air nozzles is 2000mm.

[0028] As shown above, at least four mounting points for the landing main landing legs are evenly spaced at the bottom of the transition section. The mounting points for the landing main landing legs adopt the transition section reinforced force transmission structure design to evenly transmit the pressure of the landing main landing legs to the entire booster during landing.

[0029] As shown above, at least four mounting points for landing auxiliary legs are evenly spaced at the lower part of the tail section. The mounting points for the landing auxiliary legs adopt a tail section reinforced force transmission structure design, which can evenly transmit the pulling force of the landing auxiliary legs to the entire booster during landing.

[0030] As shown above, the lower end face of the tail section is located at the throat of the engine and is connected to the throat flange of the engine through a heat shield skirt.

[0031] The suborbital reusable manned tourism aircraft of this application, by changing the engine layout, propellant type and working mode, and adjusting the recovery aerodynamic deceleration and attitude control methods, has the advantages of simple structure, high efficiency, practicality and safety. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings.

[0033] Figure 1 A schematic diagram of one embodiment of the New Shepard rocket; Figure 2 A schematic diagram of one embodiment of the carrier aircraft and spacecraft combination; Figure 3 This is a schematic diagram of one embodiment of a suborbital reusable manned tourism spacecraft, wherein... Figure 3 Image (a) is a structural schematic diagram of one embodiment of the booster and payload bay. Figure 3 (b) is a schematic diagram of one embodiment of four sets of cold air nozzles. Figure 3 (c) is a schematic diagram of the structure of one embodiment of four grid fins; Figure 4 A schematic diagram of one embodiment of the cold air nozzle and air path control and supply unit; Figure 5 A schematic diagram of one embodiment of the grid fin; Figure 6 A schematic diagram of one embodiment of a liquid oxygen storage tank pressurization system; Figure 7 This is a schematic diagram of the liquid oxygen tank and kerosene tank connected to the engine. Figure 8 A schematic diagram of one embodiment of the payload compartment; Figure 9 This is a structural schematic diagram of another embodiment of the payload compartment; Figure 10This is a schematic diagram of one embodiment of a turbine exhaust pipe. Detailed Implementation

[0034] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0035] like Figure 3 As shown, this application provides a suborbital reusable manned tourism aircraft, including: a booster 1 and a payload compartment 2; the booster 1 and the payload compartment 2 are connected by an explosive bolt structure, and after the booster 1 and the payload compartment 2 are automatically separated by the explosive bolt structure, the booster 1 is actively controlled by three engines 11 to fly to a predetermined location and then is vertically recovered; the payload compartment 2 lands safely by parachute.

[0036] Specifically, the specific model of the explosive bolt structure can be selected from existing mature products based on actual needs. The connection position and method between the explosive bolt structure and booster 1 and payload compartment 2 can be achieved using existing mature technologies, and therefore will not be elaborated further. The specific dimensions of booster 1 and payload compartment 2 will be set according to actual requirements.

[0037] like Figure 3 As shown, booster 1 includes: a multi-functional compartment 12, a liquid oxygen tank 13, an inter-tank section 14, a kerosene tank 15, a transition section 16, and a tail section 17; one end of the multi-functional compartment 12 is connected to the load compartment 2 via an explosive bolt structure, the other end of the multi-functional compartment 12 is connected to one end of the liquid oxygen tank 13, the other end of the liquid oxygen tank 13 is connected to one end of the inter-tank section 14, the other end of the inter-tank section 14 is connected to one end of the kerosene tank 15, the other end of the kerosene tank 15 is connected to one end of the transition section 16, and the other end of the transition section 16 is connected to the tail section 17.

[0038] The multi-function cabin 12 is equipped with an attitude control propulsion system (RCS), a grid rudder servo system, a liquid oxygen tank pressurization system, and avionics equipment.

[0039] Furthermore, the attitude control power system includes at least four sets of cold air nozzles and an air path control and supply unit; wherein each set of cold air nozzles is connected to the air path control and supply unit, and the air path control and supply unit drives the cold air nozzles to achieve attitude control function.

[0040] Furthermore, such as Figure 3As shown, with the center of the multi-functional cabin 12 as the quadrant center point, the X-axis passes through the quadrant center point and corresponds to the horizontal radial direction of the multi-functional cabin 12, and the Y-axis passes through the quadrant center point and is perpendicular to the X-axis. (+X,+Y) is the first quadrant, (-X,+Y) is the second quadrant, (-X,-Y) is the third quadrant, and (+X,-Y) is the fourth quadrant. Four sets of cold air nozzles are respectively set at the 45° quadrant line of the four quadrants. Each set of cold air nozzles includes a first cold air nozzle. The system includes a first cold air nozzle 121, a second cold air nozzle 122, and a third cold air nozzle 123. The first cold air nozzle 121 is disposed between the second cold air nozzle 122 and the third cold air nozzle 123, and the first cold air nozzle 121 has a preset arrangement angle with the axis of the multi-functional cabin 12. The second cold air nozzle 122 and the third cold air nozzle 123 are arranged radially along the multi-functional cabin 12, and the second cold air nozzle 122 and the third cold air nozzle 123 are perpendicular to each other.

[0041] Specifically, the preset arrangement angle is set according to the actual situation. In this application, the preset arrangement angle is preferably 75°, that is, the first cold air nozzle 121 is arranged at a 75° angle with the axis of the multi-functional cabin 12. The first cold air nozzle 121 of the four sets of cold air nozzles is used to provide overload before the engine 11 restarts for the second time, to ensure that the propellant in the tank sinks to the bottom before the engine 11 restarts for the second time, and can also assist in providing pitch and yaw channel control torque. The second cold air nozzle 122 and the third cold air nozzle 123 of the four sets of cold air nozzles are used to provide roll, yaw, and pitch attitude control required for flight in the vacuum phase, atmospheric flight attitude backup control, and trajectory correction.

[0042] Furthermore, the specific value of the thrust axis spacing between two adjacent sets of cold air nozzles is set according to actual needs, and is preferably 2000mm in this application.

[0043] Specifically, for the attitude control power system, existing mature products can be selected based on actual needs. As an example, such as... Figure 4 As shown, each set of cold air nozzles is connected to the gas path control and supply unit, which includes four high-pressure nitrogen cylinders connected by pipelines. Figure 4 The system consists of a gas cylinder, multiple filling valves, multiple electric detonating valves, multiple buffer valves, multiple pressure reducing valves, multiple solenoid valves, and multiple sensors. Specifically: High-pressure nitrogen cylinder: provides the gas source. Filling valves: connect the filling gas source to the high-pressure nitrogen cylinder, control the filling process, regulate the filling pressure, and ensure filling safety. Electric detonating valves: control the opening and closing of the high-pressure gas path. Buffer valves: ensure that the high-pressure gas flow generated after the buffer valve and electric detonating valve are in operation does not impact the downstream pressure reducing valve. Pressure reducing valves: convert the high-pressure gas path into a low-pressure gas path for use by the downstream solenoid valves. Solenoid valves: control the opening and closing of the low-pressure gas path. Sensors: measure and monitor the outlet pressure of the high-pressure nitrogen cylinder and the pipeline pressure after the pressure reducing valve.

[0044] like Figure 3 and Figure 5 As shown, the grid rudder servo system includes: a servo power supply, a servo controller, four electromechanical rudder actuators, and four grid fins. The servo power supply provides operating power to the servo controller and the four electromechanical rudder actuators. The servo controller is connected to each of the four electromechanical rudder actuators via control signal lines (e.g., CAN bus, pulse signal lines) to send control commands (e.g., motion angle control commands, speed control commands) and receive status signals (e.g., actual position, operating status) from the electromechanical rudder actuators. The electromechanical rudder actuators are connected to the grid fins via mechanical connection structures (e.g., connecting rods, drive shafts, spherical bearings). The electromechanical rudder actuators convert electrical energy into mechanical power to drive the grid fins to achieve a preset angle of deflection or motion. One electromechanical rudder actuator corresponds to one grid fin.

[0045] Furthermore, four grid fins are arranged radially along the multi-functional cabin 12, and the four grid fins are evenly spaced.

[0046] Specifically, four grid-like blades are installed on the quadrant lines of the multi-functional cabin 12 for high-altitude aerodynamic deceleration and aerodynamic attitude adjustment. The grid-like blades are folded during booster 1's ascent and unfold upon reaching their highest point. After unfolding, the four blades can independently swing left and right. During the aerodynamic deceleration phase with high dynamic pressure, the left and right swinging adjustment can be used to decelerate and stabilize the booster 1. The specific values ​​of the grid-like blade dimensions are set according to actual conditions. As an example, the dimensions of the grid-like blades are shown in Table 3.

[0047]

[0048] Table 3 shows the dimensional parameters of the grid fins.

[0049] The liquid oxygen storage tank pressurization system includes: multiple high-pressure helium cylinders and corresponding control valves, pipelines and sensors.

[0050] Specifically, the liquid oxygen tank pressurization system is used to pressurize the liquid oxygen tank, ensuring the liquid oxygen supply to engine 11. Existing mature products can be used for the liquid oxygen tank pressurization system. For example... Figure 6 As shown in the figure, as an embodiment, the liquid oxygen tank pressurization system includes: a pressurization control unit, a ground pressurization check valve, a manual shut-off valve, three pressurization helium cylinders, an internal heat exchanger for the engine, a first solenoid valve, a first orifice plate, a second solenoid valve, a second orifice plate, a third solenoid valve, a third orifice plate, a safety valve, an energy dissipator, a first oxygen tank pressure sensor, a second oxygen tank pressure sensor, and a third oxygen tank pressure sensor.

[0051] Liquid oxygen tank 13 is used to store liquid oxygen required for the operation of engine 11; kerosene tank 15 is used to store kerosene required for the operation of engine 11. At the same time, liquid oxygen tank 13 and kerosene tank 15 are also structural supports for the suborbital reusable manned tourism aircraft.

[0052] One end of the liquid oxygen storage tank 13 is connected to the other end of the multi-functional compartment 12 by fixing bolts, and the other end of the liquid oxygen storage tank 13 is connected to one end of the inter-tank section 14 by fixing bolts; one end of the kerosene storage tank 15 is connected to the other end of the inter-tank section 14 by fixing bolts, and the other end of the kerosene storage tank 15 is connected to one end of the transition section 16 by fixing bolts, but not limited to fixing bolts. Preferably, in this application, the liquid oxygen storage tank 13 and the kerosene storage tank 12 are interconnected with the multi-functional compartment 12, the inter-tank section 14 and the transition section 16 by fixing bolts.

[0053] Both the liquid oxygen tank 13 and the kerosene tank 15 are equipped with a safety valve and an exhaust valve to ensure the safety of the tank pressure, as well as a flange hole for pressurized gas to pass through. Both the liquid oxygen tank 13 and the kerosene tank 15 are equipped with a filling port on their rear bottom. The liquid oxygen tank 13 has a liquid oxygen outlet at the center of its rear bottom, which is connected to one end of the main delivery pipe. The other end of the main delivery pipe passes through the upper and lower bottoms of the kerosene tank 15 and is connected to the inlet of a four-way component. The three outlets of the four-way component are connected to one end of a liquid oxygen branch pipe, and the other ends of the three liquid oxygen branch pipes are connected to the liquid oxygen inlet of the engine 11. The kerosene tank 15 has three kerosene outlets on its rear bottom, which are connected to the kerosene inlet of the engine 11 through a kerosene branch pipe.

[0054] Specifically, safety valves and vent valves to ensure the safety of the tank pressure, as well as flange holes for pressurized gas to pass through, are installed on the upper bottom of both the liquid oxygen storage tank 13 and the kerosene storage tank 15. Filling ports are installed on the rear bottom of both the liquid oxygen storage tank 13 and the kerosene storage tank 15. These can all be achieved using existing technologies.

[0055] As an example, such as Figure 7 As shown, the liquid oxygen tank 13 and the kerosene tank 15 are simultaneously connected to the three engines 11 on the transition section 16.

[0056] The tank section 14 is a load-bearing compartment connecting the liquid oxygen tank 13 and the kerosene tank 15. The tank section 14 is equipped with a kerosene tank pressurization system and some avionics equipment; the kerosene tank pressurization system is used to pressurize the kerosene tank 15 to ensure the kerosene supply to the engine 11.

[0057] The kerosene storage tank pressurization system includes: multiple high-pressure helium cylinders and corresponding control valves, pipelines and sensors.

[0058] Specifically, existing mature products can be used for the kerosene storage tank pressurization system.

[0059] The transition section 16 is connected to the short shell of the kerosene storage tank 15. The transition section 16 is equipped with a supporting main beam and three engines 11. Each of the three engines 11 is connected to the supporting main beam via its own small frame. One engine 11 is located at the center of the transition section 16, and two engines 11 are arranged symmetrically around the engine 11 at the center of the transition section 16, forming a straight line. Each engine 11 is equipped with two servo systems for double-swing. The three engines 11 working together can achieve three-channel control of the booster 1 for pitch, yaw, and roll. The two symmetrically arranged engines 11 can form redundant control with the engine 11 at the center of the transition section 16. During the recovery descent phase, if the engine 11 at the center of the transition section 16 fails, the two symmetrically arranged engines 11 can take over to complete the recovery, resulting in higher reliability.

[0060] Specifically, the main support beam is used to transmit the main thrust of the engine 11 to the entire booster 1, and also to provide mounting positions for the gas cylinder accessories of the engine 11. For example... Figure 10 As shown, the three engines 11 are arranged in a straight line, and the entire power transmission structure is excellent. At the same time, the two engines 11 on the side are symmetrically arranged and are arranged 180 degrees opposite to the engine 11 located in the center in the direction of the turbine exhaust pipe. This not only allows for more space, but also balances some of the thrust generated by the turbine exhaust pipe in pitch control.

[0061] At least four mounting points for the landing main landing legs are evenly spaced at the bottom of the transition section 16. The mounting points for the landing main landing legs adopt the transition section reinforced force transmission structure design to evenly transmit the pressure of the landing main landing legs to the entire booster 1 during landing.

[0062] The tail section 17 is connected to the lower end face of the transition section 16. The tail section is used to protect the main body of the engine 11 and to support the entire suborbital reusable manned tourism aircraft when the booster 1 is erected. At the same time, at least four mounting points for landing auxiliary legs are evenly spaced on the lower part of the tail section 17. The mounting points for landing auxiliary legs adopt the tail section reinforced force transmission structure design, which can evenly transmit the pull force of the landing auxiliary legs to the entire booster 1 during landing.

[0063] The lower end face of the tail section 17 is located at the throat of the engine 11. It is connected to the throat flange of the engine 11 through a heat shield skirt, which can prevent aerodynamic influence on the inside of the booster 1 during the operation of the engine 11, heat flow and recovery process.

[0064] Furthermore, such as Figure 8 and Figure 9As shown, payload compartment 2 includes: payload compartment platform, attitude control system, environmental control and life support system, recovery system and safety escape system.

[0065] Specifically, payload compartment 2 includes functions for carrying passengers and transporting cargo (seats are installed within the payload compartment platform for carrying passengers, and the space within the payload compartment platform without seats is used for cargo). The internal structure of payload compartment 2 can accommodate at least 7 passengers or 3 tons of cargo. To ensure that the personnel can have a normal experience in outer space and reliably return to the ground, payload compartment 2, based on its functions, consists of a payload compartment platform, an attitude control system, an environmental control and life support system, a recovery system, and a safety escape system. At the same time, the layout of the test space and the passenger experience within payload compartment 2 have been carefully designed and optimized.

[0066] The payload compartment platform is used to provide basic platform functions, which include at least the following: payload compartment main structure functions, power supply and distribution functions, and interior layout functions.

[0067] Attitude control system: used to provide attitude control after the payload compartment 2 is separated.

[0068] Environmental control and life support system: used to monitor environmental parameters inside payload chamber 2 and obtain monitoring information. The environmental parameters include at least: temperature, humidity, air pressure, ambient air composition, and toxic and harmful gases. Based on the monitoring information, the system controls the operation of various environmental control subsystems to ensure that the environment inside payload chamber 2 is suitable for human survival. The environmental control subsystems include at least: an oxygen concentration control subsystem and a carbon dioxide and trace harmful gas removal control subsystem. Specifically, the environmental control and life support system is used to provide environmental and life support for biological payloads and space tourism passengers during flight.

[0069] Recovery System: A soft landing recovery is achieved using a combination of parachute descent and retro-propulsion engines. The recovery system for payload compartment 2 includes a primary parachute system and a backup parachute system; both are located within the parachute compartment at the top center of payload compartment 2. Each system includes a pilot chute, a drag chute, a main parachute, a canopy, and a canopy tube. During deployment, the pilot chute opens first, pulling the drag chute out of the canopy tube to decelerate the main parachute (e.g., reducing the speed from 200 m / s to approximately 90 m / s). After a preset deceleration time, the drag chute separates from the payload compartment, and the main parachute is deployed simultaneously. The main parachute has the largest area, reducing the speed of payload compartment 2 from 80 m / s to approximately 7 m / s, ensuring a smooth landing for passengers. The specific area of ​​the main parachute is determined based on actual conditions; in this application, it is preferably 1200 square meters.

[0070] Specifically, the parachute canopy is first opened by computer control inside payload compartment 2, and then the main parachute or reserve parachute is pulled out by the parachute guide bag.

[0071] Furthermore, a static pressure height sensor is installed on the surface of the payload chamber 2 via a fixed bracket. The static pressure height sensor communicates with the computer in the payload chamber 2 to collect atmospheric pressure measurements.

[0072] Furthermore, such as Figure 9 As shown, the payload compartment 2 is equipped with four thrust reversers, with the nozzles of the four thrust reversers pointing downwards. These thrust reversers are solid rocket motors, fixed to the four protruding positions of the payload compartment 2 via connecting structures.

[0073] Specifically, the atmospheric pressure is measured by a static pressure altitude sensor on payload compartment 2. The altitude is determined based on this measurement. When the altitude determination indicates that payload compartment 2 is at a preset altitude (e.g., 10 km), the parachute deploys. The recovery system automatically opens the parachute compartment cover, first deploying the pilot chute, which then deploys the drag chute. At this point, payload compartment 2's speed is approximately 180 m / s. After a preset deceleration time (e.g., 19 seconds), the drag chute separates from payload compartment 2, and the main parachute deploys simultaneously. The descent speed of payload compartment 2 gradually decreases from 80 m / s to 40 m / s, and then to 7-8 m / s. At approximately 1 meter above the ground, the four retrorockets of payload compartment 2 ignite, reducing its speed to below 2 m / s, thus ensuring a safe landing for the passengers.

[0074] To prevent malfunctions of the primary parachute system, payload module 2 is also equipped with a backup parachute system. If payload module 2 descends from an altitude of 6 kilometers to 5 kilometers in less than the predetermined time, meaning it is descending at a higher-than-normal parachute deployment speed, the system will determine that the primary parachute system is malfunctioning and automatically activate the backup parachute system to ensure the safety of the astronauts and passengers. Safe escape includes zero-altitude escape and payload module flight escape, completing the safety control of the suborbital reusable manned tourism spacecraft before payload module 2 separates.

[0075] The suborbital reusable manned tourism vehicle of this application adopts a single-stage configuration consisting of a booster 1 and a payload bay 2. The specific values ​​of the overall parameters of the suborbital reusable manned tourism vehicle of this application are set according to the actual situation. As an embodiment, the overall parameters of the suborbital reusable manned tourism vehicle are shown in Table 4. The rocket of the suborbital reusable manned tourism vehicle has a total length of 18m, a diameter of 3.35m, a takeoff mass of [61t, 61t], and a takeoff thrust of 72t, which is powered by three engines 11 on the booster 1 that use liquid oxygen and kerosene as propellants.

[0076] Table 4 shows the overall parameters of the suborbital reusable manned tourism aircraft.

[0077] The specific model and performance parameters of the engine 11 on booster 1 are set according to the actual situation. As an example, the performance parameters of the engine 11 on booster 1 are shown in Table 5.

[0078]

[0079] Table 5 shows the performance parameters of the engine on the booster.

[0080] The typical flight duration of the suborbital reusable manned tourism vehicle is set according to actual conditions, and is preferably 500s in this application. The relevant parameters of the typical booster flight profile corresponding to the typical mission of the suborbital reusable manned tourism vehicle of this application are shown in Table 6. Taking takeoff as the time synchronization zero point, booster 1 is divided into 5 time segments, and payload bay 2 is divided into 3 time segments. The typical flight segments of the suborbital reusable manned tourism vehicle are as follows: Furthermore, the five timing segments of booster 1 are: active ascent segment, spacecraft taxiing segment, powered deceleration segment, aerodynamic deceleration segment, and vertical landing segment.

[0081] The active ascent phase consists of the period from the ignition and takeoff of the three engines 11 on booster 1 to the complete shutdown of all three engines 11. The suborbital reusable manned tourism vehicle takes off at 0 seconds, with the three engines 11 on booster 1 operating at 100% capacity. At 131 seconds, the two engines 11 located around the perimeter shut down, reaching the maximum overload (2.974g) of the ascent phase. During this period, the three engines 11 are stabilized using a dual-swing three-channel system. Subsequently, the engine 11 located at the center continues to operate until 149 seconds, at which point it shuts down. During this period, the engine 11 located at the center is stabilized using a dual-swing system and the RCS (Attitude Control Power System).

[0082] The taxiing phase of the spacecraft is as follows: from the initial shutdown of all three engines 11 on booster 1 to the secondary restart of engine 11 located in the center position. After the initial shutdown, the suborbital reusable manned tourism spacecraft taxis as a whole, during which time it is stabilized by the RCS three-channel system. At 160.47 seconds, the capsule-rocket separation (i.e., the automatic separation of booster 1 and payload bay 2) occurs. After separation, payload bay 2 and booster 1 taxi without power. During the taxiing process, booster 1 is stabilized by its attitude control and propulsion system in three channels. At 344.25 seconds, engine 11 located in the center position prepares to restart.

[0083] The power deceleration phase is from the second start-up of engine 11 located in the center position to the second shutdown of engine 11 located in the center position. At 344.25 seconds, engine 11 located in the center position starts up for the second time and operates at 100% rated conditions to begin power deceleration. At 377.72 seconds, engine 11 located in the center position shuts down for the second time. During this period, the dual-swing and RCS of engine 11 located in the center position provide three-channel stabilization control.

[0084] The pneumatic deceleration phase consists of the engine 11, located at the center, shutting down for the second time and restarting for the third time. At 377.73 seconds, after the engine 11, located at the center, shuts down, it switches to pneumatic deceleration, which is performed by the grid rudder (i.e., the electromechanical rudder actuator in the grid rudder servo system) for pneumatic deceleration and three-channel stabilization control; at 413.72 seconds, the maximum overload (3.22g) of the descent phase is reached.

[0085] The vertical landing phase consisted of the engine 11, located at the center, being activated three times until landing. At 460.2 seconds, the engine 11, located at the center, was activated for the third time, initiating powered deceleration at 75% thrust. At 473.25 seconds, the main landing legs and auxiliary landing legs deployed simultaneously. At 483.25 seconds, a safe landing was achieved with a landing speed of less than 4 m / s (0.05 m / s). During this period, the engine 11, located at the center, performed three-channel stabilization control using a double-swing mechanism and RCS.

[0086] The three time segments of payload compartment 2 are: ascent segment, taxiing segment, and parachute descent segment.

[0087] The ascent phase consists of the suborbital reusable manned tourism vehicle taking off and separating from payload bay 2.

[0088] The taxiing phase is from the separation of payload compartment 2 to the deployment of the parachute (i.e., the parachute opens). After separation, payload compartment 2 begins to taxi without power; since payload compartment 2 is a statically stable body, the taxiing process can be controlled by its attitude control system through the roll channel, and taxiing continues until the parachute (i.e., the main parachute device or the backup parachute device) opens;

[0089] The parachute descent phase consists of the entire process from parachute deployment to landing. During deployment, the pilot chute, drag chute, and main parachute are opened sequentially to complete the descent. Before landing, the retrorockets ignite to ensure a landing speed of less than 3 m / s (0.05 m / s), guaranteeing a safe landing.

[0090]

[0091] Table 6 shows the relevant parameters for a typical flight profile of the booster.

[0092] The suborbital reusable manned tourism spacecraft of this application uses liquid oxygen and kerosene as propellants in its boosters, which are green, safe, and low-cost. Booster 1 uses three engines 11 as its main propulsion. During the active ascent phase, the main propulsion alone can complete three-channel stability control. Furthermore, by staged shutdown of the three engines 11, overload during the ascent phase can be effectively reduced, resulting in a more comfortable experience for passengers in the payload cabin 2. During the descent phase, the engine 11 located at the center of the transition section 16 operates, effectively reducing the degree of thrust adjustment required for a single engine 11 and improving the reliability of engine 11 operation. During the descent phase, if the engine 11 located at the center of the transition section 16 fails, the other two engines 11 can be restarted to take over the operation of the failed engine, improving the power redundancy, reliability, and safety of the descent phase. The effects of this suborbital reusable manned tourism spacecraft compared to the New Seraphim spacecraft are shown in Table 7.

[0093]

[0094] Table 7 compares the performance indicators of this application with those of the New Shepard.

[0095] The suborbital reusable manned tourism vehicle of this application adopts a simple and efficient grid rudder to replace the complex aerodynamic combination of the new Speed-on-the-Land, including the bow wing, annular fins, flat brakes and wings. It has the advantages of simple structure, strong control capability, good deceleration effect and reduced overload.

[0096] The payload compartment 2 of the suborbital reusable manned tourism aircraft of this application is equipped with an environmental control and life support system. This system not only provides normal oxygen supply but also monitors environmental parameters within the payload compartment 2 (such as temperature, humidity, air pressure, ambient air composition, and toxic and harmful gases). In the event of a sudden depressurization within the payload compartment 2, it can continue to supply oxygen to passengers, providing environmental and life support in case of malfunction. The inclusion of an environmental control and life support system in the payload compartment 2 improves reliability and safety.

[0097] To prevent malfunctions of the primary parachute system, payload module 2 is also equipped with a backup parachute system. When payload module 2 descends from an altitude of 6 kilometers to 5 kilometers, if the descent time is less than the predetermined time, it means that payload module 2 is descending at a higher than normal parachute deployment speed. The system will then determine that the primary parachute system is malfunctioning and automatically activate the backup parachute system to ensure the safety of the astronauts and passengers. The simultaneous installation of a primary parachute system and a backup parachute system on payload module 2 improves reliability and safety.

[0098] The booster 1 of the suborbital reusable manned tourism aircraft of this application adopts a vertical recovery scheme, and the payload compartment 2 adopts a parachute recovery scheme. It features fully automated flight control, a small flight area and landing area, minimal capacity loss when recovering from non-site locations, low requirements for infrastructure construction, low cost of high-frequency launch and routine operation, and higher economic application value among recovery methods.

[0099] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the scope of protection of this application is intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application. Obviously, those skilled in the art can make various alterations and variations to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of protection of this application and its equivalents, this application also intends to include these modifications and variations.

Claims

1. A suborbital reusable manned tourism aircraft, characterized in that, include: Boosters and payload bays; The booster includes: a multi-functional compartment, a liquid oxygen tank for storing and supplying liquid oxygen to the engine, an inter-tank section, a kerosene tank for storing and supplying kerosene to the engine, a transition section, and a tail section. One end of the multi-functional compartment is connected to the payload compartment via an explosive bolt structure, the other end of the multi-functional compartment is connected to one end of the liquid oxygen tank, the other end of the liquid oxygen tank is connected to one end of the inter-tank section, the other end of the inter-tank section is connected to one end of the kerosene tank, the other end of the kerosene tank is connected to one end of the transition section, and the other end of the transition section is connected to the tail section. Three engines are installed on the transition section. One engine is located at the center of the transition section, and two engines are arranged symmetrically around the engine located at the center of the transition section. After connection, the three engines are arranged in a straight line. Each engine is equipped with two servo systems for double-swing. The double-swing of the three engines can achieve three-channel control of the booster's pitch, yaw, and roll. The payload compartment is equipped with an environmental control and life support system. This system monitors environmental parameters within the payload compartment, obtains monitoring information, and controls the operation of various environmental control subsystems based on this information. Each environmental control subsystem includes at least one oxygen concentration control subsystem and one carbon dioxide and trace harmful gas removal control subsystem. Four retro-rocket engines are located at the bottom of the payload compartment for aerodynamic deceleration and attitude control during the payload compartment recovery phase. A parachute compartment is located at the top of the payload compartment, containing a primary parachute system and a backup parachute system. After the booster and payload compartment are automatically separated by an explosive bolt structure, the booster is actively controlled by three engines to fly to the predetermined location and then vertically recovered; the payload compartment lands safely by parachute. Among them, takeoff is the zero point of the time system, the booster is divided into 5 time segments, and the payload bay is divided into 3 time segments; The booster has five phases: active ascent, glide, powered deceleration, aerodynamic deceleration, and vertical landing. The active ascent phase consists of the period from the ignition of the three engines on the booster until all three engines shut down at once. The suborbital reusable manned tourism vehicle takes off at 0 seconds, with the three engines on the booster operating at 100% capacity. After 131 seconds of operation, the two engines located around the booster shut down first, at which point the maximum overload of the ascent phase is reached. During this period, the three engines are stabilized by a three-channel system with dual-swing operation. Subsequently, the engine located in the center continues to operate until 149 seconds, at which point it shuts down. During this period, the engine located in the center and the attitude control propulsion system of the multi-functional cabin are stabilized by a three-channel system with dual-swing operation. The aircraft's taxiing phase consists of the initial shutdown of all three engines on the booster and the subsequent restart of the engine located at the center. After the initial shutdown, the suborbital reusable manned tourism aircraft taxis as a whole, during which the attitude control and propulsion system provides three-channel stabilization control. At 160.47 seconds, the payload bay and booster separate. After separation, the payload bay and booster taxi without power. During the booster's taxiing process, its attitude control and propulsion system provides three-channel stabilization control. At 344.25 seconds, the engine located at the center prepares for a second restart. The power deceleration phase is as follows: from the second start-up of the engine located in the center position to the second shutdown of the engine located in the center position; at 344.25 seconds, the engine located in the center position starts up again and operates at 100% rated conditions to begin power deceleration, until the second shutdown of the engine located in the center position at 377.72 seconds. During this period, the dual-swing and attitude control power system of the engine located in the center position performs three-channel stability control. The aerodynamic deceleration phase consists of: the engine located in the center position shutting down for the second time and restarting for the third time; at 377.73 seconds, after the engine located in the center position shuts down, aerodynamic deceleration is initiated, with the grid rudder servo system in the multi-functional compartment performing aerodynamic deceleration and three-channel stability control; at 413.72 seconds, the maximum overload of the descent phase is reached. The vertical landing phase consists of: the engine located at the center position activating three times until landing; at 460.2 seconds, the engine located at the center position activates for the third time, initiating dynamic deceleration at 75% thrust; at 473.25 seconds, the main landing support leg and the auxiliary landing support leg of the booster deploy simultaneously; and at 483.25 seconds, a safe landing is achieved with a landing speed of less than 4 m / s. During this period, the dual-swing engine located at the center position and the attitude control power system provide three-channel stabilization control. The payload compartment has three time segments: ascent, taxiing, and parachute descent. The ascent phase consists of the period from the takeoff of the suborbital reusable manned tourism spacecraft to the separation of the payload compartment. The taxiing phase is as follows: from the separation of the payload compartment to the opening of the parachute; after separation, the payload compartment begins to taxi without power; since the payload compartment is a statically stable body, the taxiing process can be controlled by its attitude control system through the roll channel, and the taxiing continues until the parachute opens. The parachute descent phase consists of the parachute opening and landing. During parachute opening, the pilot chute, drag chute, and main parachute are deployed sequentially to complete the entire parachute descent process. Before landing, the retro-rockets are ignited to ensure that the landing speed is less than 3 m / s, guaranteeing a safe landing.

2. The suborbital reusable manned tourism aircraft according to claim 1, characterized in that, The multi-functional cabin is equipped with an attitude control propulsion system, a grid rudder servo system, a liquid oxygen tank pressurization system, and avionics equipment; Among them, the attitude control propulsion system is used to achieve three-channel stable control of the booster; Grid rudder servo system: responds to the three-channel stability control commands output by the attitude dynamics system by driving grid fins or engines to deflect and move at preset angles. Liquid oxygen tank pressurization system: By injecting high-pressure gas into the liquid oxygen tank, the pressure inside the tank is kept stable, ensuring a continuous supply of liquid oxygen to the engine during the three-channel stable control process of the booster; Avionics: Provides power to the attitude control propulsion system, grid servo system, and liquid oxygen tank pressurization system. It also collects operational status data from each system and transmits the collected data to the attitude control propulsion system to achieve interactive feedback between the three-channel stability control commands and the operational status of each system. The systems include: attitude control propulsion system, grid servo system, liquid oxygen tank pressurization system, and engine.

3. The suborbital reusable manned tourism aircraft according to claim 2, characterized in that, The attitude control power system includes at least four sets of cold air nozzles and an air path control and supply unit; wherein each set of cold air nozzles is connected to the air path control and supply unit, and the air path control and supply unit drives the cold air nozzles to achieve attitude control function.

4. The suborbital reusable manned tourism aircraft according to claim 3, characterized in that, With the center of the multi-functional cabin as the quadrant center point, the X-axis passes through the quadrant center point and corresponds to the horizontal radial direction of the multi-functional cabin, the Y-axis passes through the quadrant center point and is perpendicular to the X-axis, (+X,+Y) is the first quadrant, (-X,+Y) is the second quadrant, (-X,-Y) is the third quadrant, and (+X,-Y) is the fourth quadrant. The four sets of cold air nozzles are respectively set at the 45° quadrant line of the four quadrants.

5. The suborbital reusable manned tourism aircraft according to claim 4, characterized in that, Each set of cold air nozzles includes a first cold air nozzle, a second cold air nozzle, and a third cold air nozzle; the first cold air nozzle is located between the second and third cold air nozzles, and the first cold air nozzle has a preset arrangement angle with the axis of the multi-functional cabin; the second and third cold air nozzles are arranged radially along the multi-functional cabin, and the second and third cold air nozzles are perpendicular to each other.

6. The suborbital reusable manned tourism aircraft according to claim 5, characterized in that, The preset arrangement angle is 75°.

7. The suborbital reusable manned tourism aircraft according to claim 5, characterized in that, The thrust axis spacing between two adjacent sets of cold air nozzles is 2000mm.

8. The suborbital reusable manned tourism aircraft according to claim 1, characterized in that, At least four mounting points for the landing main landing legs are evenly spaced at the bottom of the transition section. The mounting points for the landing main landing legs adopt the transition section reinforced force transmission structure design to evenly transmit the pressure of the landing main landing legs to the entire booster during landing.

9. The suborbital reusable manned tourism aircraft according to claim 1, characterized in that, At least four mounting points for landing auxiliary legs are evenly spaced at the lower part of the tail section. The mounting points for the landing auxiliary legs adopt a tail section reinforced force transmission structure design, which can evenly transmit the pull force of the landing auxiliary legs to the entire booster during landing.

10. The suborbital reusable manned tourism aircraft according to claim 1, characterized in that, The lower end face of the tail section is located at the throat of the engine and is connected to the throat flange of the engine via a heat shield skirt.

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