Wide speed range aircraft with a large load backpack

Abstract

This invention discloses a wide-speed-range aircraft with a large payload bay, belonging to the field of supersonic aircraft design technology. It addresses the problem that when a large payload bay is installed on a carrier aircraft and enters supersonic cruise, the strong shock wave generated at the nose causes a significant increase in overall drag, resulting in the ineffective utilization of the resulting localized high-pressure flow. The invention includes a fuselage, structural connectors, a large payload bay, a left wing, a right wing, a horizontal stabilizer, and a vertical stabilizer. The fuselage comprises a nose, a mid-fuselage section, and a tail section connected sequentially. The large payload bay is connected to the upper side of the mid-fuselage section via structural connectors. The left wing includes a left inner wing section and a left outer wing section, and the right wing includes a right inner wing section and a right outer wing section. During high-speed cruise, the payload bay of this invention can compress the incoming airflow and reflect the shock wave from the aircraft's nose, thereby generating a localized high-pressure zone below the large payload bay. This significantly improves transport efficiency and single-load capacity, resulting in excellent supersonic aerodynamic performance.

Description

Technical Field

[0001] This invention relates to the field of supersonic aircraft design technology, and in particular to a wide-speed-range aircraft with a large payload bay. Background Technology

[0002] Existing transport aircraft are typically modified subsonic passenger or transport planes, characterized by slow cruising speeds and low altitudes. This results in longer travel times for long-distance transport missions, leading to decreased efficiency and timeliness. With the continuous development and advancement of global technology, the number of time-sensitive groups is increasing, and the demand for transporting specific high-value goods (such as precision instruments, emergency medical supplies, and fresh produce) is growing rapidly. Traditional subsonic transport aircraft often have large takeoff weights, leading to low efficiency and wasted flight costs when facing the rapid transport needs of specific high-value goods. The emergence of supersonic transport aircraft can provide strong support for building a "same-day delivery" global transport network, filling the efficiency gap left by existing subsonic transport aircraft.

[0003] Existing supersonic aircraft typically feature streamlined fuselages with a high length-to-width ratio, limiting the cross-sectional area and height of their internal cargo holds, which is unfavorable for loading large or regular cargo. To improve their single-load capacity while maintaining excellent aerodynamic characteristics, a large payload bay is installed on top of the aircraft and the two are integrated into a single design. However, when entering supersonic cruise, the strong shock wave generated at the nose causes a significant increase in drag, and the resulting localized high-pressure flow is not effectively utilized. Summary of the Invention

[0004] The purpose of this invention is to solve the problem that when a large payload bay is installed on a carrier aircraft and enters supersonic cruise, the strong shock wave generated by the nose causes a jump in the drag of the entire aircraft, resulting in the ineffective utilization of the local high-pressure flow. The invention provides a wide-speed-range aircraft with a dorsal large payload bay. By integrating the carrier aircraft and the dorsal large payload bay into a single design, the wave system structure can be controlled, and a beneficial high-pressure zone can be generated below the dorsal large payload bay, thereby improving the lift-drag characteristics of the entire aircraft and improving the longitudinal moment characteristics.

[0005] To achieve the above objectives, the present invention employs the following technical solution:

[0006] A wide-speed-range aircraft with a large payload bay includes a fuselage, structural connectors, a large payload bay, a left wing, a right wing, a horizontal stabilizer, and a vertical stabilizer.

[0007] The fuselage includes a nose, a middle section, and a tail section connected in sequence, and the heavy-duty payload bay is connected to the upper side of the middle section of the fuselage through structural connectors.

[0008] The left wing includes a left inner wing section and a left outer wing section. The left inner wing section is connected to the left side of the fuselage on one side and to the left outer wing section on the other side. The right wing includes a right inner wing section and a right outer wing section. The right inner wing section is connected to the right side of the fuselage on one side and to the right outer wing section on the other side.

[0009] The horizontal stabilizer includes a left horizontal stabilizer and a right horizontal stabilizer. The left horizontal stabilizer is located on the left side of the tail of the fuselage, the right horizontal stabilizer is located on the right side of the tail of the fuselage, and the vertical stabilizer is located on the upper side of the tail of the fuselage.

[0010] Furthermore, the foremost point of the connection between the structural connector and the middle part of the fuselage is located at 24% of the fuselage axis length, and the leading edge sweep angle of the structural connector is 60°.

[0011] Furthermore, the foremost end of the outer envelope of the backpack-type large payload bay is located at 12.5% ​​of the fuselage axis length, and the rearmost end is located at 48% of the fuselage axis length. The maximum distance between the outer envelope of the backpack-type large payload bay and the fuselage normal direction is 7.5% of the fuselage axis length, and the minimum distance between the outer envelope of the backpack-type large payload bay and the fuselage normal direction is 3% of the fuselage axis length. The relative angle between the outer envelope of the backpack-type large payload bay and the fuselage is 2°.

[0012] Furthermore, the foremost point of the connection between the left wing and the fuselage is located at 17.5% of the fuselage axis length. The leading edge sweep angle of the left inner wing section is 70° and the trailing edge sweep angle is 15°. The leading edge sweep angle of the left outer wing section is 70° and the trailing edge sweep angle is 44°.

[0013] Furthermore, the foremost point of the connection between the right wing and the fuselage is located at 17.5% of the fuselage axis length, the leading edge sweep angle of the right inner wing section is 70°, and the trailing edge sweep angle is 15°; the leading edge sweep angle of the right outer wing section is 70°, and the trailing edge sweep angle is 44°.

[0014] Furthermore, the left horizontal stabilizer is a clipped delta wing with a leading edge sweep angle of 60° and a trailing edge sweep angle of 23°; the right horizontal stabilizer is a clipped delta wing with a leading edge sweep angle of 60° and a trailing edge sweep angle of 23°.

[0015] Furthermore, the foremost point of the connection between the vertical tail and the tail of the fuselage is located at 80% of the length of the fuselage axis, the leading edge of the vertical tail is located at -8% of the chord length of the horizontal tail, the trailing edge is located at 140% of the chord length of the horizontal tail, the leading edge sweep angle of the vertical tail is 60°, and the trailing edge sweep angle is 40°.

[0016] The beneficial effects of this invention are:

[0017] 1. Under high-speed cruise conditions, the large payload compartment of the present invention can compress the incoming flow and reflect the shock wave at the nose of the aircraft, thereby generating a local high-pressure area below the large payload compartment, thereby providing lift for the whole aircraft, improving the lift-to-drag ratio, and thus greatly improving the transport efficiency and single-load capacity.

[0018] 2. This invention can effectively utilize the high-pressure flow behind the shock wave to make the backpack-type large payload compartment itself act as a lifting body, thereby improving the lift-to-drag ratio in cruise mode. At the same time, this shape can effectively reduce the drag of the payload compartment in takeoff and landing, thus significantly improving the aerodynamic performance over a wide speed range.

[0019] 3. The carrier aircraft of this invention has a high aspect ratio, a large swept mid-wing, and a small aspect ratio layout, which provides excellent supersonic aerodynamic performance and can provide a certain degree of volume and good handling characteristics. Attached Figure Description

[0020] Figure 1 This is a three-dimensional structural diagram of a wide-speed-range aircraft with a large payload bay on its back;

[0021] Figure 2 This is a side view of a wide-speed-range aircraft with a large payload bay.

[0022] Figure 3 yes Figure 2 Top view;

[0023] Figure 4 yes Figure 2 The left view;

[0024] Figure 5 This is a schematic diagram of the spatial flow field pressure distribution of the present invention (the arrows in the diagram indicate the direction of the incoming flow).

[0025] In the diagram, 1-nose; 2-structural connector; 3-large payload bay; 4-left inner wing section; 5-right inner wing section; 6-left outer wing section; 7-right outer wing section; 8-fleet midsection; 9-fleet tail section; 10-left horizontal stabilizer; 11-right horizontal stabilizer; 12-vertical stabilizer; 13-first shock wave; 14-second shock wave; 15-third shock wave; 16-fourth shock wave; 17-first high-pressure region; 18-overhead flow region; 19-second high-pressure region. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention is described below with reference to specific embodiments shown in the accompanying drawings. However, it should be understood that these descriptions are merely exemplary and not intended to limit the scope of the invention. Furthermore, descriptions of well-known structures and technologies are omitted in the following description to avoid unnecessarily obscuring the concept of the present invention.

[0027] Example:

[0028] Combination Figure 1-5 This embodiment describes a wide-speed-range aircraft with a large payload bay, including a fuselage, structural connectors 2, a large payload bay 3, a left wing, a right wing, a horizontal stabilizer, and a vertical stabilizer 12.

[0029] The fuselage includes a nose section 1, a middle section 8, and a tail section 9 connected in sequence. The backpack-type large payload compartment 3 is connected to the upper side of the middle section 8 via a structural connector 2.

[0030] The left wing includes a left inner wing section 4 and a left outer wing section 6. The left inner wing section 4 is connected to the left side of the fuselage on one side and to the left outer wing section 6 on the other side. The right wing includes a right inner wing section 5 and a right outer wing section 7. The right inner wing section 5 is connected to the right side of the fuselage on one side and to the right outer wing section 7 on the other side.

[0031] The horizontal stabilizer includes a left horizontal stabilizer 10 and a right horizontal stabilizer 11. The left horizontal stabilizer 10 is located on the left side of the tail section 9 of the fuselage, the right horizontal stabilizer 11 is located on the right side of the tail section 9 of the fuselage, and the vertical stabilizer 12 is located on the upper side of the tail section 9 of the fuselage.

[0032] Specifically, the foremost point of the connection between the structural connector 2 and the middle part of the fuselage 8 is located at 24% of the length of the fuselage axis, and the leading edge sweep angle of the structural connector 2 is 60°.

[0033] Specifically, the foremost end of the outer envelope of the backpack-type large payload bay 3 is located at 12.5% ​​of the fuselage axis length, and the rearmost end is located at 48% of the fuselage axis length. The maximum distance between the outer envelope of the backpack-type large payload bay 3 and the fuselage normal direction is 7.5% of the fuselage axis length, and the minimum distance between the outer envelope of the backpack-type large payload bay 3 and the fuselage normal direction is 3% of the fuselage axis length. The relative angle between the outer envelope of the backpack-type large payload bay 3 and the fuselage is 2°.

[0034] Specifically, the foremost point of the connection between the left wing and the fuselage is located at 17.5% of the fuselage axis length. The leading edge sweep angle of the left inner wing section 4 is 70° and the trailing edge sweep angle is 15°. The leading edge sweep angle of the left outer wing section 6 is 70° and the trailing edge sweep angle is 44°.

[0035] Specifically, the foremost point of the connection between the right wing and the fuselage is located at 17.5% of the fuselage axis length; the leading edge sweep angle of the right inner wing segment 5 is 70° and the trailing edge sweep angle is 15°; the leading edge sweep angle of the right outer wing segment 7 is 70° and the trailing edge sweep angle is 44°.

[0036] Specifically, the left horizontal stabilizer 10 is a clipped delta wing with a leading edge sweep angle of 60° and a trailing edge sweep angle of 23°; the right horizontal stabilizer 11 is a clipped delta wing with a leading edge sweep angle of 60° and a trailing edge sweep angle of 23°.

[0037] Specifically, the foremost point of the connection between the vertical tail 12 and the tail section 9 of the fuselage is located at 80% of the length of the fuselage axis, the leading edge of the vertical tail 12 is located at -8% of the chord length of the horizontal tail, the trailing edge is located at 140% of the chord length of the horizontal tail, the leading edge sweep angle of the vertical tail 12 is 60°, and the trailing edge sweep angle is 40°.

[0038] Specifically, the outer envelope of the backpack-type large payload compartment 3 adopts a supersonic forebody design, which can effectively improve the overall lift-drag characteristics of the aircraft during supersonic cruise.

[0039] In this embodiment, the high-speed incoming flow first compresses the nose section 1 to generate a first shock wave 13. Simultaneously, the large payload compartment 3 compresses the high-speed incoming flow to form a second shock wave 14. The first shock wave 13 is reflected by the lower surface of the large payload compartment 3 and interferes with the second shock wave 14, converging into a stronger third shock wave 15 that propagates downwards together, forming a first high-pressure region 17 behind the wave. Since the flow in the first high-pressure region 17 has undergone two shock wave compressions, the pressure is significantly higher than that in the upper flow region 18 of the large payload compartment 3, generating a large pressure difference that provides lift for the entire aircraft. The third shock wave 15 is reflected by the middle section 8 of the fuselage and converges with a fourth shock wave 16 generated in front of the structural connector 2, forming a second high-pressure region 19 behind the wave. Since the shock wave generated after the convergence of the third shock wave 15 and the fourth shock wave 16 is strong, it has a significant flow compression effect. Therefore, the flow pressure in the second high-pressure region 19 is significantly higher than that in the upper flow region 18 of the large payload compartment 3, providing lift for the entire aircraft again.

[0040] This invention integrates the carrier aircraft and the large payload bay 3 into a single design, enabling control of the wave system structure. A beneficial high-pressure zone is generated below the large payload bay 3, thereby improving the overall lift-drag characteristics and longitudinal torque characteristics of the aircraft. The large payload bay 3 is mounted above the fuselage and wings via a structural connector 2 with a large sweep angle, making the large payload bay 3 itself a flow control component. It captures the shock wave generated by the nose 1, which, together with the compressed high-pressure flow below the large payload bay 3, forms a high-pressure zone, thereby increasing the lift contribution of the large payload bay 3 and effectively improving the longitudinal characteristics of the entire aircraft during supersonic cruise.

[0041] The wide-speed-range aircraft with a large payload bay of this invention can perform supersonic cruise at high altitudes, which can greatly improve the rapid response capability and transportation efficiency of emergency transport missions. Through the refined design of the outer envelope of the large payload bay 3, shock wave reflection and interference during the cruise phase can be reasonably controlled, and the outer envelope of the large payload bay 3 itself can be used as a lifting body, thereby effectively improving the lift-drag characteristics during cruise.

[0042] The present invention has been described in detail above. However, modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, any modifications or improvements that do not depart from the spirit of the present invention are within the scope of protection of the present invention.

Claims

1. A wide-speed-range aircraft with a large payload bay, characterized in that: Includes fuselage, structural connecting parts (2), dorsal large load compartment (3), left wing, right wing, horizontal tail, vertical tail (12); The fuselage includes a nose (1), a middle section (8) and a tail section (9) connected in sequence, and the backpack-type large payload compartment (3) is connected to the upper side of the middle section (8) of the fuselage through a structural connector (2); The left wing includes a left inner wing section (4) and a left outer wing section (6). The left inner wing section (4) is connected to the left side of the fuselage on one side and to the left outer wing section (6) on the other side. The right wing includes a right inner wing section (5) and a right outer wing section (7). The right inner wing section (5) is connected to the right side of the fuselage on one side and to the right outer wing section (7) on the other side. The horizontal stabilizer includes a left horizontal stabilizer (10) and a right horizontal stabilizer (11). The left horizontal stabilizer (10) is located on the left side of the tail section (9) of the fuselage, the right horizontal stabilizer (11) is located on the right side of the tail section (9) of the fuselage, and the vertical stabilizer (12) is located on the upper side of the tail section (9) of the fuselage.

2. The wide-speed-range aircraft with a large payload bay according to claim 1, characterized in that: The foremost point of the connection between the structural connector (2) and the middle part of the fuselage (8) is located at 24% of the length of the fuselage axis, and the leading edge sweep angle of the structural connector (2) is 60°.

3. A wide-speed-range aircraft with a large payload bay according to claim 2, characterized in that: The foremost end of the outer envelope of the backpack-type large payload bay (3) is located at 12.5% ​​of the fuselage axis length, and the rearmost end is located at 48% of the fuselage axis length. The maximum distance between the outer envelope of the backpack-type large payload bay (3) and the fuselage normal direction is 7.5% of the fuselage axis length, and the minimum distance between the outer envelope of the backpack-type large payload bay (3) and the fuselage normal direction is 3% of the fuselage axis length. The relative angle between the outer envelope of the backpack-type large payload bay (3) and the fuselage is 2°.

4. A wide-speed-range aircraft with a large payload bay according to claim 3, characterized in that: The foremost point of the left wing connection with the fuselage is located at 17.5% of the fuselage axis length. The leading edge sweep angle of the left inner wing section (4) is 70° and the trailing edge sweep angle is 15°. The leading edge sweep angle of the left outer wing section (6) is 70° and the trailing edge sweep angle is 44°.

5. A wide-speed-range aircraft with a large payload bay according to claim 4, characterized in that: The foremost point of the connection between the right wing and the fuselage is located at 17.5% of the fuselage axis length. The leading edge sweep angle of the right inner wing section (5) is 70° and the trailing edge sweep angle is 15°. The leading edge sweep angle of the right outer wing section (7) is 70° and the trailing edge sweep angle is 44°.

6. A wide-speed-range aircraft with a large payload bay according to claim 5, characterized in that: The left horizontal stabilizer (10) is a clipped delta wing with a leading edge sweep angle of 60° and a trailing edge sweep angle of 23°; the right horizontal stabilizer (11) is a clipped delta wing with a leading edge sweep angle of 60° and a trailing edge sweep angle of 23°.

7. A wide-speed-range aircraft with a large payload bay according to claim 6, characterized in that: The foremost point of the connection between the vertical tail (12) and the tail section (9) of the fuselage is located at 80% of the length of the fuselage axis. The leading edge of the vertical tail (12) is located at -8% of the chord length of the horizontal tail, and the trailing edge is located at 140% of the chord length of the horizontal tail. The leading edge sweep angle of the vertical tail (12) is 60°, and the trailing edge sweep angle is 40°.

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