A dual-shockwave precursor inlet integrated configuration vehicle

Abstract

This application provides an integrated configuration of a dual-waverider forebody inlet, belonging to the technical field of hypersonic vehicles. The integrated configuration includes a compression profile of the external flow shock wave control section on the lower surface of the waverider forebody, a compression profile of the internal flow pressure distribution control section on the lower surface of the waverider forebody, an integrated configuration leading edge capture profile, a three-dimensional internal turning inlet, and an integrated horizontal section. The compression profiles of the external flow shock wave control section and the internal flow pressure distribution control section on the lower surface of the waverider forebody are connected by a transition section with continuous curvature, forming a continuous variable curvature wall, and both terminate at the integrated horizontal section. The lip configuration of the three-dimensional internal turning inlet is formed by the external waverider forebody shock wave curve extending downstream along the compression profile and intersecting with the projection surface of the inlet lip. This application proposes an integrated configuration of a dual-waverider forebody / inlet where both the external flow shock wave and the internal flow pressure distribution are controllable.

Description

Technical Field

[0001] This application relates to the field of hypersonic vehicles, and in particular to a dual-wave-rider forebody integrated air intake configuration vehicle. Background Technology

[0002] Hypersonic vehicles possess immense military, economic, and civilian value due to their advantages such as vast airspace, ultra-high speed, long distance, and high precision. As a multidisciplinary research field integrating aerospace, materials science, gas dynamics, control technology, and computer technology, hypersonic flight is an aircraft technology with broad development and application prospects. The integrated configuration design of the propulsion system and airframe is crucial for achieving air-breathing hypersonic flight; a well-designed airframe / propulsion system integration configuration can meet the comprehensive aerodynamic and propulsion performance requirements of designers for air-breathing hypersonic vehicles.

[0003] The airframe of an air-breathing hypersonic vehicle comprises a forebody, fuselage, wings, and aftbody. The propulsion system of an air-breathing hypersonic vehicle primarily relies on a scramjet / subsonic ramjet engine, including components such as the inlet, isolator, combustion chamber, and nozzle. The placement and number of scramjet / subsonic ramjet engines on the airframe should be designed according to the flight mission requirements, and their forms vary. The inlet needs to provide compressed airflow that meets the parameter requirements for the ramjet engine's combustion chamber; the upstream capture airflow required may be interfered with by various components of the airframe. The combustion chamber and nozzle, being primarily internal components, have upstream flow mainly constrained by the performance parameters of the inlet or combustion chamber outlet, and are largely unaffected by the flow of other airframe components. Therefore, the core of the integrated airframe / propulsion system configuration design for air-breathing hypersonic vehicles is the integrated configuration design of the airframe and inlet; the key constraint on overall performance improvement lies in the lack of an efficient integrated airframe / inlet configuration.

[0004] You Yancheng et al. proposed a design concept for an integrated dual-wavefront forebody / inlet configuration. By achieving a continuous transition in the curvature of the internal and external flow shock waves on the design cross-section, they realized effective coupling between the external compressive flow and the internal contractive flow, achieving integrated design at the aerodynamic level. However, the incident shock wave of the dual-wavefront forebody and inlet proposed by You Yancheng et al. is a straight shock wave, resulting in insufficient inlet compression efficiency and an inability to effectively organize the flow field behind the shock wave. To address these issues, Li Yiqing et al., based on this design concept, further conducted research on the integrated dual-wavefront forebody / inlet configuration design and initially proposed a dual-wavefront forebody / inlet configuration with controllable pressure distribution to improve the inlet's compression efficiency. Although this method can reproduce the pre-designed wall pressure to a certain extent, the three-dimensional shape of the shock wave, especially the shock wave shape within the design cross-section, is uncontrollable. It requires continuous iteration of the inlet's capture shape to meet the inlet flow requirements, and there is a certain degree of overflow at the inlet lip. The lift-to-drag ratio of the integrated aircraft is uncontrollable, limiting the design freedom of this configuration. Utility Model Content

[0005] In view of this, this application provides an integrated dual-wavefront forebody / inlet configuration aircraft, which solves the problems in the prior art and proposes a dual-wavefront forebody / inlet integrated configuration in which the distribution of external shock waves and internal pressure can be controlled simultaneously.

[0006] The technical solution for the dual-waverider forebody integrated air intake configuration aircraft provided in this application is as follows:

[0007] An integrated configuration aircraft with dual waverider forebody inlet, the aircraft is arranged symmetrically on the left and right. The integrated configuration of the aircraft includes the compression profile of the external flow shock wave control section on the lower surface of the waverider forebody, the compression profile of the internal flow pressure distribution control section on the lower surface of the waverider forebody, the leading edge capture profile of the integrated configuration, the three-dimensional internal turning inlet and the integrated horizontal section.

[0008] The compression profile of the outflow shock wave control section on the lower surface of the wave-riding precursor and the compression profile of the inflow pressure distribution control section on the lower surface of the wave-riding precursor are connected by a transition section with continuous curvature to form a continuous variable curvature wall, and both terminate in an integrated horizontal section.

[0009] The lip configuration of the three-dimensional internal intake duct is formed by the external wavefront shock curve extending downstream along the compression profile and intersecting with the duct lip projection surface.

[0010] Optionally, the curvature distribution of the compression profile of the outflow shock control section on the lower surface of the wave-riding forebody matches the preset outflow shock shape.

[0011] Optionally, the compression profile of the inner flow pressure distribution control section on the lower surface of the waverider is a continuous curved surface with a controllable pressure gradient, and the curvature of the compression profile of the inner flow pressure distribution control section on the lower surface of the waverider corresponds to a predetermined inner flow pressure distribution.

[0012] Optionally, the integrated configuration leading edge capture profile is symmetrically arranged about the symmetry plane of the aircraft. The integrated configuration leading edge capture profile on one side of the symmetry plane includes an outer flow leading edge segment and an inner flow leading edge segment distributed sequentially from the outside to the inside. The outer flow leading edge segment and the inner flow leading edge segment are connected by a binary plane transition segment to form a continuous variable curvature curve.

[0013] Optionally, the curvature of the two-dimensional plane transition segment is infinite.

[0014] Optionally, the outlet cross-section of the three-dimensional internal rotating air intake is circular or elliptical, and the axis of the three-dimensional internal rotating air intake coincides with the plane of symmetry of the aircraft.

[0015] In summary, this application includes the following beneficial technical effects:

[0016] This application's configuration enables simultaneous control of the external shock wave and internal pressure distribution of a dual-waverider forebody / inlet integrated aircraft. Given the shock wave shape of the external flow section, parametric control of the waverider wall surface can be achieved, allowing adjustment of its lateral and directional curvature. In the internal flow field, by adjusting the pressure distribution on each reference surface, a higher-compression-quality airflow can be provided to the subsequent inlet. In the external flow field, by adjusting the shock wave shape on each reference surface, the lift-to-drag ratio of the integrated aircraft can be further improved. The adjustments to the internal and external flow fields do not interfere with each other. This integrated configuration, while ensuring the compression efficiency of the internal inlet, can further improve the lift-to-drag ratio of the aircraft. The dual-waverider forebody / inlet integrated configuration, with simultaneous controllability of external shock wave and internal pressure distribution, further broadens the applicability of waverider forebody and inlet systems. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A schematic diagram of the overall structure of an aircraft with an integrated configuration of dual waverider forebody air intakes;

[0019] Figure 2 This is a front view of an aircraft with an integrated configuration of dual-wavelength forebody inlet.

[0020] Explanation of reference numerals in the attached figures: 1. Compression profile of the outflow shock wave control section on the lower surface of the waverider forebody; 2. Upper surface of the integrated configuration; 3. Leading edge capture profile of the integrated configuration; 31. Outflow leading edge section; 32. Inflow leading edge section; 33. Two-dimensional plane transition section; 4. Outflow leading edge profile of the design section; 5. Compression profile of the inflow pressure distribution control section on the lower surface of the waverider forebody; 6. Integrated horizontal section. Detailed Implementation

[0021] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0022] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. This application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] It should be noted that various aspects of embodiments within the scope of the appended claims are described below. It will be apparent that the aspects described herein can be embodied in a wide variety of forms, and any particular structure and / or function described herein is merely illustrative. Based on this application, those skilled in the art will understand that one aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number of aspects set forth herein can be used to implement the device and / or practice the method. Additionally, this device and / or method can be implemented using structures and / or functionalities other than one or more of the aspects set forth herein.

[0024] It should also be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. The illustrations only show the components related to this application and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0025] Furthermore, specific details are provided in the following description to facilitate a thorough understanding of the examples. However, those skilled in the art will understand that the described aspects can be practiced without these specific details.

[0026] This application provides an integrated configuration aircraft with a dual-wave-rider forebody inlet.

[0027] like Figure 1 and Figure 2 As shown, an integrated configuration aircraft with dual waverider forebody inlets is described. The aircraft is arranged symmetrically on both sides. The integrated configuration of the aircraft includes an integrated upper surface 2, an external flow shock wave control section compression profile 1 on the lower surface of the waverider forebody, an internal flow pressure distribution control section compression profile 5 on the lower surface of the waverider forebody, an integrated configuration leading edge capture profile 3, a design section external flow leading edge profile 4, a three-dimensional internal turning inlet, and an integrated horizontal section 6.

[0028] The compression profile 1 of the external flow shock wave control section on the lower surface of the wave-rider precursor and the compression profile 5 of the internal flow pressure distribution control section on the lower surface of the wave-rider precursor are connected by a transition section with continuous curvature to form a continuous variable curvature wall, and both terminate at an integrated horizontal section 6; the integrated horizontal section 6 is the common downstream termination boundary of the compression profile of the external flow shock wave control section and the compression profile of the internal flow pressure distribution control section, and is used to connect the inlet flow field of the air intake.

[0029] The lip configuration of the three-dimensional internal intake duct is formed by the external wavefront shock curve extending downstream along the compression profile and intersecting with the duct lip projection surface.

[0030] The compression profile 1 of the outflow shock control section on the lower surface of the wave-riding precursor is a non-axisymmetric surface, and the curvature distribution of the compression profile 1 of the outflow shock control section on the lower surface of the wave-riding precursor matches the preset outflow shock shape.

[0031] The compression profile 5 of the inner flow pressure distribution control section on the lower surface of the waverider is a continuous curved surface with controllable pressure gradient, and the curvature of the compression profile 5 of the inner flow pressure distribution control section on the lower surface of the waverider corresponds to the predetermined inner flow pressure distribution.

[0032] The integrated configuration leading-edge capture profile 3 is symmetrically arranged about the symmetry plane of the aircraft. The integrated configuration leading-edge capture profile 3 on one side of the symmetry plane includes an outer flow leading-edge segment 31 and an inner flow leading-edge segment 32, distributed sequentially from the outside to the inside. The outer flow leading-edge segment 31 and the inner flow leading-edge segment 32 are connected by a binary plane transition segment 33 with infinite curvature, forming a continuous variable curvature curve. Specifically, the inner flow leading-edge segment 32 can control the wall pressure distribution by changing the pressure distribution curve coefficient in the reference plane, resulting in the compression profile 5 of the inner flow pressure distribution control segment on the lower surface of the waverider. The outer flow leading-edge segment 31 can control the outer waverider shock wave by changing the shock wave curve in the reference plane, resulting in the compression profile 1 of the outer flow shock wave control segment on the lower surface of the waverider. The two resulting compression profiles are continuously variable curvature walls.

[0033] The outlet cross-section of the three-dimensional internal rotating air intake is circular or elliptical, and the axis of the three-dimensional internal rotating air intake coincides with the plane of symmetry of the aircraft.

[0034] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An aircraft with an integrated dual-waverider forebody inlet configuration, the aircraft being arranged symmetrically on both sides, characterized in that, The integrated configuration of the aircraft includes the compression profile of the external flow shock control section on the lower surface of the waverider forebody (1), the compression profile of the internal flow pressure distribution control section on the lower surface of the waverider forebody (5), the leading edge capture profile of the integrated configuration (3), the three-dimensional internal turning inlet and the integrated horizontal section (6); The compression profile (1) of the external flow shock wave control section on the lower surface of the wave-riding precursor and the compression profile (5) of the internal flow pressure distribution control section on the lower surface of the wave-riding precursor are connected by a transition section with continuous curvature to form a continuous variable curvature wall, and terminate together in an integrated horizontal section (6). The lip configuration of the three-dimensional internal intake airway is formed by the external wave-riding forebody shock wave curve extending downstream along the compression profile and intersecting with the airway lip projection surface. The curvature distribution of the compression profile (1) of the outflow shock control section on the lower surface of the wave-riding precursor matches the preset outflow shock shape. The compression profile (5) of the inner flow pressure distribution control section on the lower surface of the wave-riding precursor is a continuous curved surface with controllable pressure gradient, and the curvature of the compression profile (5) of the inner flow pressure distribution control section on the lower surface of the wave-riding precursor corresponds to the predetermined inner flow pressure distribution. The integrated configuration leading edge capture profile (3) is symmetrically arranged about the symmetry plane of the aircraft. The integrated configuration leading edge capture profile (3) on one side of the symmetry plane includes an outer flow leading edge segment (31) and an inner flow leading edge segment (32) distributed sequentially from the outside to the inside. The outer flow leading edge segment (31) and the inner flow leading edge segment (32) are connected by a binary plane transition segment to form a continuous variable curvature curve.

2. The dual-waverider forebody integrated air intake configuration aircraft according to claim 1, characterized in that, The curvature of the two-dimensional plane transition segment (33) is infinite.

3. The aircraft with an integrated dual-waverider forebody inlet configuration according to claim 1, characterized in that, The outlet cross-section of the three-dimensional internal rotating air intake is circular or elliptical, and the axis of the three-dimensional internal rotating air intake coincides with the plane of symmetry of the aircraft.

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