Design method of variant hypersonic gliding aircraft based on high-pressure capture wings

Abstract

The invention provides a variant hypersonic gliding aircraft design method based on a high-pressure capture wing, and the method comprises the steps: firstly, determining the basic constraint and flight Mach number range of an aircraft according to the overall requirement of a task; then, taking the lower boundary of the flight Mach number as a design point state, and carrying out reference aerodynamic configuration design according to a high-pressure capture wing design principle; then, determining training sets of different Mach numbers and corresponding flight heights; determining the position of a high-pressure capture wing corresponding to each sample point by combining a CFD (Computational Fluid Dynamics) method; then, constructing a corresponding agent model; and determining a variant configuration design scheme based on the appearance of the high-pressure capture wing in the gliding stage. Variant design is carried out under different flight Mach number conditions, and the aerodynamic performance of the whole gliding stage can be effectively improved, so that the lift-drag ratio of the aircraft in the whole gliding stage is effectively improved.

Description

Technical Field

[0001] This invention relates to the field of hypersonic vehicle technology, and more specifically to a design method for a variant hypersonic glider based on a high-pressure capture wing. Background Technology

[0002] Hypersonic glide vehicles have become a research hotspot for major world powers due to their advantages such as high speed, wide attack range, and strong penetration capabilities. These vehicles primarily accelerate to hypersonic speeds using rocket boosters, then glide unpowered over near-space to achieve long-distance flight. The aerodynamic characteristics during the gliding phase largely determine the overall performance of these vehicles. Therefore, the aerodynamic configuration design and optimization of hypersonic glide vehicles has always been a key research direction in this field.

[0003] From an aerodynamic design perspective, the lift-to-drag ratio of hypersonic gliders is directly proportional to their flight distance. Therefore, under constraints such as volume, the lift-to-drag ratio is generally the primary goal for aerodynamic design and optimization. Most existing aircraft aerodynamic configurations are designed and optimized under specific Mach number conditions to achieve the maximum lift-to-drag ratio. However, given the wide Mach number range of hypersonic gliders, achieving optimal aerodynamic performance throughout the entire glide phase is difficult. Applying variator technology to the aerodynamic configuration design of hypersonic gliders is an effective means to improve aerodynamic performance throughout the entire glide phase. By adjusting the shape in real time, variator aircraft can achieve optimal aerodynamic performance under each individual point condition.

[0004] Furthermore, existing research has shown a strong contradiction between the lift-to-drag ratio and volumetric efficiency of current hypersonic vehicle aerodynamic layouts. To address this bottleneck, Cui Kai et al. proposed a novel high-pressure capture wing aerodynamic layout. This layout effectively utilizes the secondary compression effect of the airframe to alleviate the contradiction between lift-to-drag ratio and volumetric efficiency. The design principle of the high-pressure capture wing aerodynamic layout shows that the shock wave angle changes with the Mach number. When the shock wave angle increases, the airframe shock wave will sweep across the leading edge of the capture wing, causing some leakage in the high-pressure area on the lower surface; when the shock wave angle decreases, the area of ​​the high-pressure area that the capture wing can capture on its lower surface will be reduced. Both of these factors prevent the full utilization of the "capture wing effect," thus hindering optimal aerodynamic performance. Therefore, by adopting a variant design for the capture wing and rationally adjusting its position according to different incoming Mach number conditions, the high-pressure capture capability of the capture wing can be utilized to the maximum extent, effectively improving the aerodynamic performance of the aircraft under wide Mach number conditions. Summary of the Invention

[0005] To address the technical problems existing in the background art, this invention proposes a design method for a variant hypersonic glider based on a high-pressure capture wing. The concept is reasonable, and by carrying out variant design for different flight Mach number conditions, the aerodynamic performance of the entire gliding phase can be effectively improved.

[0006] To address the aforementioned technical problems, this invention provides a design method for a variant hypersonic glider based on a high-pressure capture wing, the specific process of which is as follows: (1) Determine the basic dimensional constraints and flight Mach number range of the aircraft based on the overall mission requirements; (2) Take the lower boundary of the flight Mach number as the design point state and carry out the benchmark aerodynamic configuration design based on the high-pressure capture wing design principle; (3) Based on the given upper and lower boundaries of the flight Mach number, a uniform experimental design method is used to determine the training set for different Mach numbers and corresponding flight altitudes; (4) Using CFD numerical simulation and in accordance with the design criteria of high-pressure capture wing variant, the position of the high-pressure capture wing corresponding to each sample point is obtained, and the position of the capture wing is described by two parameters: the horizontal position of the leading edge point of the capture wing and the height of the capture wing. (5) By obtaining the optimal position of the capture wing corresponding to different flight Mach numbers at each sample point, the mapping relationship between flight Mach number and capture wing position is constructed, and the corresponding surrogate model is constructed. (6) By constructing a proxy model, a variant configuration design scheme based on the high-pressure capture wing shape is obtained for the entire gliding phase.

[0007] As a preferred embodiment of the present invention, the specific process of determining the basic size constraints and flight Mach number range of the aircraft in step (1) is as follows: the basic flight envelope curve of the aircraft is determined according to the application scenario, mission requirements and overall performance index requirements, thereby giving the flight Mach number and upper and lower boundary ranges of the aircraft; the basic size constraints of the aircraft are determined in combination with the effective loading requirements and thermal protection requirements; and the aforementioned basic size constraints, flight Mach number and upper and lower boundary ranges of the altitude are used as the basic inputs for subsequent aircraft design.

[0008] As a preferred embodiment of the present invention, the specific process of carrying out the reference aerodynamic configuration design in step (2) is as follows: based on the flight Mach number range determined in step (1), the lower boundary of its flight Mach number is selected as the design point condition of the reference aerodynamic configuration, and considering the basic size constraint conditions of the aircraft determined in step (1), the reference shape design of the aircraft is carried out based on the high-pressure capture wing design principle.

[0009] As a preferred embodiment of the present invention, the specific process of determining the training set of different Mach numbers and corresponding flight altitudes in step (3) is as follows: based on the upper and lower boundaries of the flight Mach number and the corresponding curves of the Mach number and flight altitude determined by the basic ballistic curve, the uniform experimental design method or the Latin hypercube experimental design method is used to generate training sample points under different flight Mach number states, which are used as the corresponding calculation conditions in the training set.

[0010] As a preferred embodiment of the present invention, the specific process of obtaining the high-pressure capture wing position corresponding to each sample point in step (4) is as follows: the training sample points obtained in step (3) are used as input conditions, and the optimal position design of the high-pressure capture wing is carried out in combination with the CFD method according to the high-pressure capture wing position design method. The position of the capture wing is described by two parameters: the horizontal position of the leading edge point of the capture wing and the height of the capture wing. For the flight Mach number and altitude conditions given for each training sample point, the high-pressure capture wing position corresponding to each sample point is obtained by using the capture wing position design method.

[0011] As a preferred embodiment of the present invention, the specific process of constructing the surrogate model in step (5) is as follows: by calculating the conditions of each training sample point obtained in step (4), that is, the position of the high-pressure capture wing corresponding to each sample point, a training set with the flight Mach number as the independent variable and the horizontal and vertical positions of the capture wing as the dependent variables is obtained; the mapping relationship between the flight Mach number and the horizontal and vertical positions of the capture wing is constructed through the RBF radial basis function surrogate model, thereby constructing a surrogate model of the flight Mach number and the position of the high-pressure capture wing.

[0012] As a preferred embodiment of the present invention, the specific process of obtaining the variant configuration design scheme in step (6) is as follows: by using the proxy model of the flight Mach number and the position of the high-pressure capture wing obtained in step (5), the optimal design position of the high-pressure capture wing corresponding to each flight Mach number state under a given flight trajectory curve is determined. Based on the reference aerodynamic configuration obtained in step (2), when the flight Mach number changes, according to the constructed proxy model, the capture wing is adjusted to the position with the best aerodynamic performance of the entire aircraft through the high-pressure capture wing variant design, thereby obtaining the variant configuration design scheme based on the shape of the high-pressure capture wing for the entire gliding phase.

[0013] By adopting the above technical solution, the present invention has the following beneficial effects: This invention presents a novel design method for a variant hypersonic glider based on a high-pressure capture wing. By implementing variant designs for different Mach number conditions, the aerodynamic performance throughout the gliding phase can be effectively improved, resulting in a significant increase in lift and lift-to-drag ratio. For a fixed-shape high-pressure capture wing configuration, the shock wave angle changes with the Mach number. When the shock wave angle increases, the shock wave will sweep across the leading edge of the capture wing, causing some leakage in the high-pressure area on the lower surface; when the shock wave angle decreases, the area of ​​the high-pressure area captured by the lower surface of the capture wing will be reduced. Both of these factors prevent the full utilization of the "capture wing effect," thus hindering optimal aerodynamic performance. Therefore, by employing a variant design for the capture wing and rationally adjusting its position according to different incoming Mach number conditions, the high-pressure capture capability of the capture wing can be maximized, effectively improving the aerodynamic performance of the aircraft across a wide Mach number range. Taking a spin-type combined high-pressure capture wing configuration as an example, under flight Mach numbers of 6-25, with Mach 6 as the design point, through variant design, the aerodynamic performance of the aircraft is significantly improved within the Ma=10-25 range—the capture wing lift is increased by 21%-33%, and the lift-to-drag ratio is increased by 16%-27%. This invention, based on the aerodynamic layout of a high-pressure capture wing, effectively utilizes the flow characteristics dominated by strong shock waves under hypersonic conditions, which can significantly improve the lift and lift-to-drag ratio of the aircraft. According to its design principle, the optimal design position of the capture wing is closely related to the Mach number of the incoming flow. This invention designs the optimal position of the capture wing based on different flight Mach numbers, which can achieve good aerodynamic benefits under each Mach number condition. Variations are achieved only by adjusting the horizontal and vertical positions of the capture wing, and the implementation of the variations is relatively simple. Attached Figure Description

[0014] 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.

[0015] Figure 1 This is a flowchart of the design method for a variant hypersonic glider based on a high-pressure capture wing according to the present invention; Figure 2 This is a schematic diagram of the aircraft involved in the design method of the variant hypersonic glider based on the high-pressure capture wing of the present invention; Figure 3 This is a schematic diagram of the basic aerodynamic configuration of the spin-body combined high-pressure capture wing involved in the design method of the variant hypersonic glider based on the high-pressure capture wing of the present invention. Figure 4 This is a schematic diagram of the optimal position design criteria for the high-pressure capture wing involved in the design method of the variant hypersonic glider based on the high-pressure capture wing of this invention; Figure 5 The diagram shows the position of the high-pressure capture wing at several typical Mach numbers involved in the design method of the variant hypersonic glide vehicle based on the high-pressure capture wing of this invention. Figure 6 This is a diagram showing the lift coefficient of the high-pressure capture wing in the variant hypersonic glide vehicle before and after the present invention at different Mach numbers, based on the design method of the high-pressure capture wing variant hypersonic glide vehicle of the present invention. Figure 7 This is a lift-to-drag ratio diagram of the modified hypersonic glider before and after the modification of the aircraft at different Mach numbers, based on the design method of the high-pressure capture wing variant hypersonic glider of this invention. Detailed Implementation

[0016] 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.

[0017] The present invention will be further explained below with reference to specific embodiments.

[0018] like Figure 1 As shown in the figure, this embodiment provides a design method for a variant hypersonic glide vehicle based on a high-pressure capture wing, the specific process of which is as follows: First, based on the overall mission requirements, determine the basic dimensional constraints of the aircraft and the range of flight Mach numbers; Then, taking the lower boundary of the flight Mach number as the design point state, the baseline aerodynamic configuration design is carried out based on the high-pressure capture wing design principle; Next, based on the given upper and lower boundaries of the flight Mach number, a uniform experimental design method is used to determine the training set for different Mach numbers and corresponding flight altitudes; Then, using CFD numerical simulation and following the design criteria for high-pressure capture wing variants, the position of the high-pressure capture wing corresponding to each sample point is obtained. The position of the capture wing is described by two parameters: the horizontal position of the leading edge point of the capture wing and the height of the capture wing. Next, by obtaining the optimal position of the capture wing corresponding to different flight Mach numbers at each sample point, a mapping relationship between flight Mach number and capture wing position is constructed, and a corresponding surrogate model is built. Finally, by constructing a proxy model, a variant configuration design scheme based on the high-pressure capture wing shape is obtained for the entire gliding phase.

[0019] This invention relates to a design method for a variant hypersonic glide vehicle based on a high-pressure capture wing, comprising the following steps: S100. Determine the basic constraints and flight speed range (Mach number). Based on the application scenario, mission requirements, and overall performance requirements, the basic flight envelope curve of the aircraft is determined, thereby providing the flight Mach number and upper and lower altitude boundary ranges of the aircraft. Combining effective payload requirements and thermal protection requirements, the basic dimensional constraints of the aircraft, such as the envelope size, effective volume, and leading edge passivation radius, are determined. The above basic dimensional constraints, flight Mach number, and altitude range are used as the basic inputs for subsequent aircraft design.

[0020] S200, conduct benchmark aerodynamic configuration design Based on fundamental constraints and the flight Mach number range, design point conditions were determined, and a baseline aerodynamic configuration was designed. According to aerodynamic theory, as the Mach number increases, the airframe shock angle and reflected shock angle gradually decrease, resulting in a corresponding reduction in the lateral and axial range of the high-pressure zone formed on the lower surface of the capture wing. Therefore, to ensure the high-pressure capture capability of the capture wing across the entire flight Mach number range, the lower boundary of its flight Mach number was selected as the design point condition for the baseline aerodynamic configuration. As the Mach number increases, variant designs were developed based on its design principles to ensure the high-pressure capture wing performs optimally under each Mach number condition. Considering both the structural mass and aerodynamic efficiency of the capture wing, the high-pressure zone (where the pressure on the lower surface of the capture wing is greater than the incoming static pressure) was selected as the shape of the capture wing. The baseline aerodynamic configuration was determined through the above design.

[0021] Based on the design principle of the high-pressure capture wing, the position of the capture wing relative to the fuselage should satisfy the following conditions: ① The fuselage shock wave falls near the leading edge of the capture wing to maximize the utilization of the high-pressure zone generated by fuselage compression; ② The reflected shock wave just brushes past the outer edge of the boundary layer of the fuselage's tail edge. If the capture wing moves downward, causing the reflected shock wave to interact with the fuselage, it will lead to a simultaneous increase in fuselage drag and negative lift. Conversely, if the capture wing moves upward, causing the reflected shock wave to deviate further from the fuselage, the high-pressure zone captured by the capture wing will decrease, thus weakening its lift-enhancing effect. According to aerodynamic theory, as the Mach number increases, the fuselage shock wave angle and the reflected shock wave angle will gradually decrease, resulting in a corresponding reduction in the lateral and axial range of the high-pressure zone formed on the lower surface of the capture wing. Therefore, to balance the high-pressure capture capability of the capture wing throughout the entire flight Mach number range, based on the flight Mach number range determined in the first step, the lower boundary of its flight Mach number is selected as the design point condition for the baseline configuration. Considering the basic dimensional constraints of the aircraft determined in the first step, the baseline shape design of the aircraft is carried out based on the design principle of the high-pressure capture wing.

[0022] S300: Generate a training set based on the upper and lower boundaries of the flight Mach number. Based on the upper and lower boundaries of the flight Mach number, a uniform experimental design method is used to generate a training set for different Mach numbers and corresponding altitudes of the flight trajectory. Specifically, based on the upper and lower boundaries of the flight Mach number and the corresponding curves of Mach number and flight altitude determined by the basic trajectory curve, a uniform experimental design method or a Latin hypercube experimental design method is used to generate training sample points under different flight Mach number states, which are then used as the corresponding calculation conditions in the training set.

[0023] S400, using CFD methods to determine the high-pressure capture wing position corresponding to each sample point. Using the training sample points obtained in step (3) above as input conditions, according to the design method of the high-pressure capture wing position, the position of the capture wing relative to the fuselage should satisfy: ① The fuselage shock wave falls near the leading edge of the capture wing to make the most of the high-pressure area generated by the compression of the fuselage; ② The reflected shock wave just passes over the outer edge of the boundary layer of the fuselage tail edge. If the capture wing moves downward and the reflected shock wave interacts with the fuselage, it will cause the fuselage drag and negative lift to increase simultaneously. When the capture wing moves upward and the reflected shock wave deviates far from the fuselage, the high-pressure area captured by the capture wing decreases, thus weakening its lift-enhancing effect. The optimal position design of the high-pressure capture wing is carried out by combining the CFD (Computational Fluid Dynamics) method, and the position of the capture wing is described by two parameters: the horizontal position of the leading edge of the capture wing and the height of the capture wing. For each training sample point, given the flight Mach number and altitude conditions, the high-pressure capture wing position corresponding to each sample point is obtained by using the capture wing position design method.

[0024] S500, Building an Agent Model The conditions for each sample point, i.e. the position of the high-pressure capture wing corresponding to each sample point, are calculated through the above step S400, thus obtaining a training set with the flight Mach number as the independent variable and the horizontal and vertical positions of the capture wing as the dependent variables. The mapping relationship between the flight Mach number and the horizontal and vertical positions of the capture wing is constructed through the RBF radial basis function surrogate model, thus constructing a surrogate model between the flight Mach number and the position of the high-pressure capture wing.

[0025] S600, Determine the variant configuration design scheme By using the proxy model of flight Mach number and high-pressure capture wing position obtained in step S500, the optimal design position of high-pressure capture wing for each flight Mach number state under a given flight trajectory can be determined. Based on the baseline aerodynamic configuration obtained in step S200, when the flight Mach number changes, the capture wing can be adjusted to the position with the best aerodynamic performance of the entire aircraft by using the high-pressure capture wing variant design according to the constructed proxy model, thereby obtaining the variant configuration design scheme based on the shape of the high-pressure capture wing for the entire gliding phase.

[0026] Figure 2The aircraft in the design includes a fuselage, a high-pressure capture wing, and a connecting device between the two. The connecting device can move up and down or left and right according to the Mach number of the incoming flow, thus enabling the aircraft to morph.

[0027] Figure 3 The central reference aerodynamic configuration is designed according to the incoming Mach number of 6, and the position of the high-pressure capture wing is determined based on its design principle. Figure 4 The design principles for the medium- and high-pressure capture wing variant configuration should meet the following two points: 1) The airframe shock wave falls on the leading edge of the high-pressure capture wing; 2) The reflected shock wave just passes over the outer edge of the boundary layer of the airframe tail edge. Figure 5 Ma6, Ma10, Ma15, Ma20 and Ma25 represent the optimal positions of the high-pressure capture wing under the conditions of incoming Mach numbers of 6, 10, 15, 20 and 25, respectively; Figure 6 As can be seen, the lift coefficient of the variant configuration is significantly increased compared to the baseline configuration; Figure 7 As can be seen, the lift-to-drag ratio of the variant configuration is significantly increased compared to the baseline configuration.

[0028] This invention is well-conceived. By developing variant designs for different flight Mach number conditions, it can effectively improve the aerodynamic performance throughout the gliding phase, thereby effectively improving the lift-to-drag ratio of the aircraft throughout the gliding phase.

[0029] 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 design method for a variant hypersonic glider based on a high-pressure capture wing, characterized in that, The specific process is as follows: (1) Determine the basic dimensional constraints and flight Mach number range of the aircraft based on the overall mission requirements; (2) Take the lower boundary of the flight Mach number as the design point state and carry out the benchmark aerodynamic configuration design based on the high-pressure capture wing design principle; (3) Based on the given upper and lower boundaries of the flight Mach number, a uniform experimental design method is used to determine the training set for different Mach numbers and corresponding flight altitudes; (4) Using CFD numerical simulation and in accordance with the design criteria of high-pressure capture wing variant, the position of the high-pressure capture wing corresponding to each sample point is obtained, and the position of the capture wing is described by two parameters: the horizontal position of the leading edge point of the capture wing and the height of the capture wing. (5) By obtaining the optimal position of the capture wing corresponding to different flight Mach numbers at each sample point, the mapping relationship between flight Mach number and capture wing position is constructed, and the corresponding surrogate model is constructed. (6) By constructing a proxy model, a variant configuration design scheme based on the high-pressure capture wing shape is obtained for the entire gliding phase.

2. The design method for a variant hypersonic glider based on a high-pressure capture wing according to claim 1, characterized in that, The specific process of determining the basic size constraints and flight Mach number range of the aircraft in step (1) is as follows: the basic flight envelope curve of the aircraft is determined according to the application scenario, mission requirements and overall performance index requirements, thereby giving the flight Mach number and upper and lower boundary ranges of the aircraft; the basic size constraints of the aircraft are determined in combination with the effective loading requirements and thermal protection requirements; and the aforementioned basic size constraints, flight Mach number and upper and lower boundary ranges of the altitude are used as the basic inputs for subsequent aircraft design.

3. The design method for a variant hypersonic glider based on a high-pressure capture wing according to claim 1, characterized in that, The specific process of carrying out the reference aerodynamic configuration design in step (2) is as follows: based on the flight Mach number range determined in step (1), the lower boundary of its flight Mach number is selected as the design point condition of the reference aerodynamic configuration, and considering the basic size constraint conditions of the aircraft determined in step (1), the reference shape design of the aircraft is carried out based on the high-pressure capture wing design principle.

4. The design method for a variant hypersonic glider based on a high-pressure capture wing according to claim 1, characterized in that, The specific process of determining the training set for different Mach numbers and corresponding flight altitudes in step (3) is as follows: Based on the upper and lower boundaries of the flight Mach number and the corresponding curves of the Mach number and flight altitude determined by the basic ballistic curve, the uniform experimental design method or the Latin hypercube experimental design method is used to generate training sample points under different flight Mach number states, which are used as the corresponding calculation conditions in the training set.

5. The design method for a variant hypersonic glider based on a high-pressure capture wing according to claim 1, characterized in that, The specific process of obtaining the high-pressure capture wing position corresponding to each sample point in step (4) is as follows: the training sample points obtained in step (3) are used as input conditions. Based on the design method of the high-pressure capture wing position, the optimal position design of the high-pressure capture wing is carried out by combining the CFD method. The position of the capture wing is described by two parameters: the horizontal position of the leading edge point of the capture wing and the height of the capture wing. For the flight Mach number and altitude conditions given for each training sample point, the high-pressure capture wing position corresponding to each sample point is obtained by using the capture wing position design method.

6. The design method for a variant hypersonic glider based on a high-pressure capture wing according to claim 1, characterized in that, The specific process of constructing the surrogate model in step (5) is as follows: the conditions of each training sample point obtained by step (4), namely the position of the high-pressure capture wing corresponding to each sample point, are obtained, thus obtaining a training set with the flight Mach number as the independent variable and the horizontal and vertical positions of the capture wing as the dependent variables; the mapping relationship between the flight Mach number and the horizontal and vertical positions of the capture wing is constructed by the RBF radial basis function surrogate model, thus constructing a surrogate model of the flight Mach number and the position of the high-pressure capture wing.

7. The design method for a variant hypersonic glider based on a high-pressure capture wing according to claim 1, characterized in that, The specific process of obtaining the variant configuration design scheme in step (6) is as follows: using the proxy model of the flight Mach number and the position of the high-pressure capture wing obtained in step (5), the optimal design position of the high-pressure capture wing corresponding to each flight Mach number state under a given flight trajectory curve is determined. Based on the reference aerodynamic configuration obtained in step (2), when the flight Mach number changes, according to the constructed proxy model, the capture wing is adjusted to the position with the best aerodynamic performance of the entire aircraft through the high-pressure capture wing variant design, thereby obtaining the variant configuration design scheme based on the shape of the high-pressure capture wing for the entire gliding phase.

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