Variant hypersonic gliding aircraft based on high-pressure capture wings

Abstract

The invention provides a variant hypersonic gliding aircraft based on high-pressure capture wings. The variant hypersonic gliding aircraft comprises a revolution body, the high-pressure capture wings and a connecting device. A reference configuration of the aircraft, namely a lower boundary of a front profile of a variant based on a flight Mach number, is taken as a design point condition, the design point condition is designed according to a design principle of a high-pressure capture wing, and a revolution body is generated through rotation by taking a von Karman curve as a generatrix; the high-pressure capturing wing is mounted at the upper part of the rear end of the rotating body machine body through a connecting device; body shock waves and expansion waves of the revolution body are in axial symmetry, and the high-pressure capturing wings are of a flat plate structure integrally in a dovetail shape. The connecting device is of a vertical plate structure with the horizontal position and the height position adjustable. The aircraft is simple and reasonable in structural design, the capturing wings are in variant design, the positions of the capturing wings are reasonably adjusted according to different incoming flow Mach number conditions, the high-pressure capturing capacity of the capturing wings can be utilized to the maximum extent, and the aerodynamic performance of the aircraft under the wide Mach number condition is effectively improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of hypersonic aircraft, in particular to a variable hypersonic glider aircraft based on high-pressure capture wing. BACKGROUND

[0002] Hypersonic glider aircraft has become a research hotspot for being developed by various world powers because of its performance advantages such as fast flight speed, wide striking range and strong penetration capability. This kind of aircraft mainly accelerates to hypersonic speed through rocket boosting, and then realizes long-distance flight by unpowered gliding in near space. The aerodynamic characteristics of the gliding stage of the aircraft determine the overall performance of the aircraft to a great extent. Therefore, the aerodynamic configuration design and optimization of hypersonic glider aircraft has always been the focus of research in this field.

[0003] From the perspective of aerodynamic layout design, the lift-drag ratio of hypersonic glider aircraft is proportional to the flight distance. Therefore, under the premise of meeting the volume constraint, the lift-drag ratio is generally the primary pursuit target of aerodynamic layout design and optimization. Most existing aircraft aerodynamic configurations are designed and optimized at a specific Mach number to achieve the maximum lift-drag ratio. However, it is difficult to achieve optimal aerodynamic performance throughout the gliding stage for the wide Mach number flight characteristics of hypersonic glider aircraft. Applying variable technology to the aerodynamic configuration design of hypersonic glider aircraft is an effective means to improve the aerodynamic performance throughout the gliding stage. Through real-time adjustment of the shape, the variable aircraft can achieve optimal aerodynamic performance at each single-point condition.

[0004] In addition, existing research has shown that there is a strong contradiction between the lift-drag ratio and the volume rate of the aerodynamic layout of existing hypersonic aircraft. In view of this bottleneck problem, Cui Kai et al. proposed a new high-pressure capture wing aerodynamic layout. This layout can effectively alleviate the contradiction between the lift-drag ratio and the volume rate by effectively utilizing the secondary compression effect of the aircraft body. However, from the design principle of the high-pressure capture wing aerodynamic layout, it can be seen that when the Mach number changes, the shock angle also changes. When the shock angle increases, the aircraft shock will sweep over the leading edge of the capture wing, causing part of the high-pressure area on the lower surface to leak. When the shock angle decreases, the area of the high-pressure area that can be captured by the lower surface of the capture wing will be lost. This will result in the "capture wing effect" not being fully utilized, and the aerodynamic performance cannot be optimized.

[0005] In view of the above, it is necessary to make further innovations to the existing technology. SUMMARY

[0006] In view of the technical problems in the prior art, the present application provides a variable hypersonic gliding aircraft based on a high-pressure capture wing, which has a simple and reasonable structure, adopts a high-pressure capture wing aerodynamic layout, effectively utilizes the flow characteristics dominated by strong shock waves under hypersonic conditions, adopts a variable design for the capture wing, reasonably adjusts the position of the capture wing according to different incoming flow Mach numbers, maximally utilizes the high-pressure capture capability of the capture wing, effectively improves the aerodynamic performance of the aircraft under wide Mach number conditions, and effectively improves the aerodynamic performance of the entire gliding stage.

[0007] To solve the above technical problems, the present application provides a variable hypersonic gliding aircraft based on a high-pressure capture wing, which comprises a spin body, a high-pressure capture wing and a connecting device between the spin body and the high-pressure capture wing.

[0008] The reference configuration of the aircraft, i.e., the variable forebody, is based on the lower boundary of the flight Mach number as a design point condition, and the spin body is generated by rotation with the von Karman curve as the parent curve.

[0009] The high-pressure capture wing is installed on the upper rear end of the spin body through the connecting device; the body shock wave and the expansion wave shape of the spin body are both axisymmetric, and the high-pressure capture wing is a flat plate structure in the shape of a swallowtail.

[0010] The connecting device is a vertical plate structure with adjustable horizontal and height positions.

[0011] As a preferred scheme of the present application, the shape of the high-pressure capture wing is determined according to its design principle under the design point condition, i.e., the lower surface high-pressure area of the high-pressure capture wing is selected as the shape of the capture wing by comprehensively considering the structural quality and aerodynamic efficiency of the high-pressure capture wing, and the corresponding pressure coefficient Cp on the lower surface wall of the high-pressure capture wing is greater than or equal to 0.03, and the specific expression is:

[0012] ;

[0013] In the above formula, P is the corresponding pressure value on the lower surface wall of the high-pressure capture wing; P is the far-field static pressure of the free incoming flow; is the air density of the free incoming flow; is the velocity of the free incoming flow.

[0014] As a preferred scheme of the present application, the main geometric parameters of the reference configuration of the aircraft are as follows: the length L of the spin body is 1 m, the bottom radius R is 0.16 m, and the length-diameter ratio L / 2R is 3.125.

[0015] As a preferred scheme of the present application: the high-pressure capturing wing is designed according to the principle that the leading edge line is a backward-curved line, the trailing edge line is a swallowtail shape, the left and right surfaces are symmetrical and the length of the symmetrical surface is 0.601 m; the high-pressure capturing wing is arranged above the tail end of the body of revolution; and the overall length of the aircraft is 1.83 m.

[0016] As a preferred scheme of the present application: L is used as the characteristic length in the X direction and R is used as the characteristic length in the Z direction.

[0017] The characteristic length X of the horizontal position of the leading edge point of the high-pressure capturing wing of the reference configuration of the aircraft HCW / L=0.69.

[0018] The characteristic length Z of the height position of the leading edge point of the high-pressure capturing wing of the reference configuration of the aircraft HCW / R=1.425.

[0019] As a preferred scheme of the present application, the variant design criterion of the aircraft is:

[0020] 1) The body shock wave of the body of revolution falls on the leading edge of the high-pressure capturing wing.

[0021] 2) The reflected shock wave generated on the lower surface of the high-pressure capturing wing just sweeps the outer edge of the boundary layer of the trailing edge of the body of revolution.

[0022] The variant hypersonic gliding aircraft based on the high-pressure capturing wing, wherein: the gliding Mach number range of the aircraft is 6-25.

[0023] With the above technical scheme, the present application has the following beneficial effects:

[0024] The variant hypersonic gliding aircraft based on the high-pressure capturing wing of the present application has simple and reasonable structure, and the high-pressure capturing wing aerodynamic layout is used to effectively utilize the flow characteristics dominated by strong shock waves under hypersonic conditions, so that the lift and lift-drag ratio of the aircraft can be obviously improved, the lift-drag ratio in the entire gliding stage can be effectively improved through the variant aircraft design, and the aerodynamic performance in the entire gliding stage can be effectively improved.

[0025] According to the design principle, the optimal design position of the high-pressure capturing wing is closely related to the Mach number of the incoming flow, the present application takes Mach 6 as the design point condition of the reference configuration, obtains the optimal configuration suitable for different Mach number conditions based on the variant design criterion of the high-pressure capturing wing, and adjusts the horizontal and height positions of the high-pressure capturing wing according to different incoming flow Mach number conditions, so that the high-pressure capturing capability of the capturing wing can be maximally utilized, the aerodynamic performance of the aircraft under wide Mach number conditions can be effectively improved, and the aircraft can obtain good aerodynamic performance in the entire gliding stage. BRIEF DESCRIPTION OF DRAWINGS

[0026] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the structure of the variant hypersonic glide vehicle based on the high-pressure capture wing of the present invention;

[0028] Figure 2 This is a baseline configuration diagram of the variant hypersonic glider based on a high-pressure capture wing according to the present invention;

[0029] Figure 3 This is a schematic diagram of the optimal position design criteria for the high-pressure capture wing involved in the present invention;

[0030] Figure 4 The diagram shows the positions of the high-pressure capture wings at several different typical Mach numbers as described in this invention.

[0031] Figure 5 The diagram shows the lift coefficients of the modified aircraft before and after the structural changes of the present invention at different Mach numbers.

[0032] Figure 6 This is a lift-to-drag ratio diagram of the aircraft before and after the modification of the structure, at different Mach numbers, according to the present invention. Detailed Implementation

[0033] The technical solution of the present invention will now be clearly and completely described 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.

[0034] The present invention will be further explained below with reference to specific embodiments.

[0035] like Figure 1 As shown, this embodiment provides a variant hypersonic glide vehicle based on a high-pressure capture wing, including a spin-in-body 1, a high-pressure capture wing 2, and a connecting device 3 between the spin-in-body 1 and the high-pressure capture wing 2.

[0036] The high-pressure capture wing 2 is mounted on the upper rear end of the rotating body 1 via a connecting device 3.

[0037] The connecting device 3 is a vertical plate structure that can be adjusted in both horizontal and vertical position.

[0038] The baseline configuration (i.e., the pre-variant shape) of the aircraft of this invention is based on the lower boundary of the flight Mach number as the design point condition. Under this design point condition, it is designed according to the design principle of the high-pressure capture wing 2. The spin-integrated fuselage 1 is generated by rotation using the von Kármán curve as the generatrix. Compared with a cone with the same length and radius, the von Kármán curve not only significantly increases the volume of the spin-integrated fuselage 1, but also effectively reduces the drag of the spin-integrated fuselage 1. At the same time, the corresponding aerodynamic interference can also enable the capture wing to obtain greater lift.

[0039] The shape of the high-pressure capture wing 2 is determined based on its design principle under the design point state. Specifically, considering both the structural mass and aerodynamic efficiency of the high-pressure capture wing 2, the high-pressure region on the lower surface of the high-pressure capture wing 2 is selected as the shape of the capture wing, and the pressure coefficient Cp on the lower surface wall of the high-pressure capture wing 2 is ≥0.03. The specific expression is as follows:

[0040] ;

[0041] In the above formula, P represents the pressure value on the lower surface wall of the high-pressure capture wing 2; P For free-flowing far-field static pressure; The density of freely flowing air; The speed of the free flow.

[0042] Since the shock wave and expansion wave of the spinning body 1 are both axisymmetric, the high-pressure capture wing 2 is a flat plate structure with an overall swallowtail shape.

[0043] The main geometric parameters of the aircraft's baseline configuration (the aerodynamic configuration of the aircraft designed based on the design principle of the high-pressure capture wing 2, with the lower boundary of the incoming Mach number as the design point) are as follows:

[0044] The length L of the spin-forming body 1 is 1m, the bottom radius R is 0.16m, and the length-to-diameter ratio L / 2R is 3.125. (The shape of the spin-forming body 1 is a typical spin-forming shape).

[0045] The high-pressure capture wing 2 is designed based on its principles, featuring a swept-back leading edge and a swallowtail-shaped trailing edge, with symmetrical left and right sides. Its symmetrical planes (such as...) Figure 2 The length of the aircraft is 0.601m, and the high-pressure capture wing 2 is placed above the tail end of the rotating body 1; the total length of the aircraft is 1.83m.

[0046] L and R are used as characteristic lengths in the X and Z directions, respectively; the characteristic length X of the horizontal position of the leading edge point of the high-pressure capture wing 2 in the reference configuration is... HCW / L=0.69; Characteristic length Z at the height of the leading edge point of the high-pressure capture wing 2 in the baseline configuration. HCW / R=1.425.

[0047] In the subsequent variant design process for the baseline configuration, only the horizontal and vertical positions of the high-pressure capture wing 2 were adjusted, while the shape of the spin-on fuselage 1 and the geometry of the high-pressure capture wing 2 remained unchanged.

[0048] To ensure optimal performance of the high-pressure capture wing 2, the design principles for the aircraft variants under different incoming Mach numbers are as follows:

[0049] 1) The shock wave from the rotating body 1 falls on the leading edge of the high-pressure capture wing 2;

[0050] 2) The reflected shock wave generated on the lower surface of the high-pressure capture wing just passes over the outer edge of the boundary layer of the tail edge of the spin-type fuselage 1. (e.g.) Figure 3 (As shown).

[0051] Based on the above principles and ideas, a novel high-pressure capture wing variant aircraft configuration is proposed, taking typical flight Mach numbers of 6-25 as an example. Figure 4 The positions of the high-pressure capture wing at typical speeds of Mach 6, 10, 15, 20, and 25 are given. The baseline configuration design uses Mach 6 as the design point. Under non-design point conditions, the lift coefficient and lift-to-drag ratio obtained after variant design are significantly increased compared to the baseline configuration. Figure 5 and Figure 6 ).

[0052] The present invention has a simple and reasonable structural design. By adopting a high-pressure capture wing aerodynamic layout, it effectively utilizes the flow characteristics dominated by strong shock waves under hypersonic conditions. The capture wing adopts a variant design and the position of the capture wing is reasonably adjusted according to different incoming Mach number conditions. This can maximize the utilization of the high-pressure capture capability of the capture wing and effectively improve the aerodynamic performance of the aircraft under wide Mach number conditions.

[0053] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A variant hypersonic glide vehicle based on high pressure capture wings, characterized by: The aircraft comprises a body of revolution (1), a high-pressure capture wing (2), and a connecting device (3) between the body of revolution (1) and the high-pressure capture wing (2); The reference configuration of the aircraft, i.e., the pre-variant outer shape, is designed based on the lower boundary of the flight Mach number as a design point condition, and the body of revolution (1) is generated by rotation with a von Karman curve as a generatrix; The high-pressure capture wing (2) is installed on the upper rear end of the body of revolution (1) through the connecting device (3); the body shock wave and the expansion wave shape of the body of revolution (1) are both axisymmetric, and the high-pressure capture wing (2) is a flat plate structure with a swallowtail shape as a whole; The connecting device (3) is a vertical plate structure with adjustable horizontal and height positions.

2. The high-pressure capture-wing variant hypersonic glider aircraft of claim 1, wherein, The shape of the high-pressure capture wing (2) is determined based on its design principle under the design point condition, i.e., by comprehensively considering the structural mass and aerodynamic efficiency of the high-pressure capture wing (2), the lower surface high-pressure area of the high-pressure capture wing (2) is selected as the outer shape of the capture wing, and the corresponding pressure coefficient Cp on the lower surface wall of the high-pressure capture wing (2) is greater than or equal to 0.03, and the specific expression is: ； In the above formula, P is the corresponding pressure value on the lower surface wall of the high-pressure capture wing (2); P is the far-field static pressure of the free incoming flow; is the air density of the free incoming flow; is the velocity of the free incoming flow.

3. The high-pressure capture-wing variant hypersonic glider aircraft of claim 1, wherein, The main geometric parameters of the reference configuration of the aircraft are as follows: the length L of the body of revolution (1) is 1 m, the bottom radius R is 0.16 m, and the length-diameter ratio L / 2R is 3.

125.

4. The high-pressure capture-wing variant hypersonic glider aircraft of claim 1, wherein: The high-pressure capture wing (2) is obtained based on its design principle, and the leading edge line is a backward-swept curve, the trailing edge line is a swallowtail shape, the left and right surfaces are symmetrical, and the length of the symmetry plane is 0.601 m; the high-pressure capture wing is placed above the tail end of the body of revolution (1); the overall length of the aircraft is 1.83 m.

5. The high-pressure capture-wing variant hypersonic gliding vehicle of claim 4, wherein: L is used as the characteristic length in the X direction, and R is used as the characteristic length in the Z direction; characteristic length X of the horizontal position of the leading edge point of the high-pressure capture wing (2) of the reference configuration of the aircraft HCW / L = 0.69; characteristic length Z of the height position of the high-pressure capture wing (2) leading edge point of the reference configuration of the aircraft HCW R = 1.

425.

6. The high-pressure capture-wing variant hypersonic gliding vehicle of claim 4, wherein, The aircraft has the following variant design criteria: 1) The body shock wave of the body of revolution (1) falls on the leading edge of the high-pressure capture wing (2); 2) The reflected shock wave generated on the lower surface of the high-pressure capture wing (2) just sweeps the outer edge of the boundary layer of the trailing edge of the body of revolution (1).

7. The high-pressure capture-wing variant hypersonic gliding vehicle of claim 4, wherein: The gliding Mach number range of the aircraft is 6-25.

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