CN115571323A - Flat fusion body overall arrangement aircraft of subsonic speed - Google Patents
Flat fusion body overall arrangement aircraft of subsonic speed Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C1/0009—Aerodynamic aspects
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/10—Shape of wings
- B64C3/14—Aerofoil profile
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D33/00—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for
- B64D33/02—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D33/00—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for
- B64D33/04—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of exhaust outlets or jet pipes
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Abstract
The invention provides a flat fusion body layout aircraft of subsonic velocity, which relates to the technical field of aviation aircraft design, wherein the tail profile edge of an inner wing body and the profile edges of two outer wing bodies are designed and distributed by adopting an edge parallel rule, and the flat fusion body layout aircraft has a stealth characteristic; the edge of the head of the inner wing body forms an inner wing body rear slight angle, the edge of the front of the outer wing body forms an outer wing section sweepback angle, and a double sweepback layout is adopted to adapt to higher-speed flight and low-speed flight; the inner wing body adopts a symmetrical wing section with a rear edge or a slight rear unloading wing section, the outer wing body adopts a wing section combined by front edge loading and rear edge unloading after the rear edge is slightly larger, and the moment self-balancing of a cruise design point is realized; the inner wing body is provided with a backpack air intake and exhaust system to ensure the stealth characteristic; an air inlet channel and a tail spray pipe of the air inlet and exhaust system are designed by adopting an S-shaped curved internal flow molded surface; the outlet of the tail nozzle is designed in a shape-preserving way, and the integration of various air inlet and exhaust systems can be realized. The design is carried out by adopting a mode of mutually combining various characteristics, the stealth characteristic and the pneumatic characteristic are considered, and the comprehensive characteristic is better.
Description
Technical Field
The invention belongs to the technical field of aviation aircraft design, and further relates to a subsonic flat fusion body layout aircraft.
Background
The flat fusion body has no tail layout, belongs to unconventional pneumatic layout, has the advantages of good appearance stealth performance, small resistance, large lift-drag ratio, high structural efficiency and the like, and is increasingly valued by the aviation industry. From the current mastered data and the concept and plan of the next generation fighter concept published by the military strong countries, the flat fusion layout is a promising ideal layout type and is widely applied to novel remote bombers, high-altitude long-endurance unmanned aerial vehicles, next generation stealth fighters, stealth drone aircraft and the like. In the civil aviation field, many aircraft design companies release passenger planes and transport planes in a flat fusion layout, and it is expected that the flat fusion layout form will be widely applied in the civil aviation field in the future.
The unique layout form of the flat fusion layout aircraft also brings natural limitation, and because the longitudinal size of the aircraft body of the flat fusion layout is short, the acting force arm of the elevator is short, and the acting force is compensated by increasing the acting force by increasing the rudder area. The lower elevator efficiency results in the flat blended layout aircraft having to be designed with a smaller lift coefficient and a greater trim resistance due to the reduced rudder efficiency.
In the prior art, elevators of a flat fusion layout aircraft are mostly arranged at the position farthest from the center of gravity, namely the tail of the aircraft body; in addition, the control surface after the exhaust scheme can also be used as a lifting control surface to realize vector thrust. However, for the flat fusion layout aircraft, the aircraft is arranged at the farthest end, the rudder effect of the elevator is not enough, and only the body moment characteristic is required to be good to reduce the trimming requirement.
For those skilled in the art, how to ensure the aerodynamic performance and stealth performance of the flat fusion tailless aircraft and improve the comprehensive characteristics thereof is a technical problem to be solved at present.
Disclosure of Invention
The invention provides an aircraft with a flat subsonic fusion body layout, which improves the structural characteristics of the aircraft at multiple angles, ensures that the aircraft has both stealth characteristics and aerodynamic characteristics, and has better comprehensive characteristics, and the specific scheme is as follows:
a flat subsonic fusion body layout aircraft comprises an inner wing body and two outer wing bodies, wherein the tail contour edge of the inner wing body and the contour edges of the two outer wing bodies are designed and arranged by adopting an edge parallel rule;
the edge of the head part of the inner wing body forms an inner wing body backward slight angle, and the edge of the front part of the outer wing body forms an outer wing section backward sweep angle;
the inner wing body adopts a symmetrical wing section with a rear edge or a slight rear unloading wing section, and the outer wing body adopts a wing section combining front edge loading and rear edge slightly larger rear unloading, so that the moment self-balancing of a cruise design point is realized;
the inner wing body is provided with a backpack air intake and exhaust system; the air inlet channel and the tail spray pipe of the air inlet and exhaust system are designed by adopting an S-shaped curved internal flow profile; the outlet of the tail nozzle is designed in a shape-preserving way.
Optionally, an elevator is rotationally arranged at the tail edge of the inner wing body; the rotating shaft of the elevator is parallel to the tail edge of the inner wing body;
the elevator is 15-45% of the position along the spanwise direction Y, and the length of the chord direction X is 12.5% of the local chord length.
Optionally, the rear edge of the outer wing body is rotatably provided with an aileron; the rotation axis of the aileron is parallel to the rear edge of the outer wing body.
Optionally, the ailerons comprise an inner aileron and an outer aileron, both of which have parallelogram shaped edges, and the sum of the lengths of the inner and outer ailerons in the spanwise Y direction is equal to the length of the rear edge of the outer wing body.
Optionally, an embedded resistance rudder with an edge shape of a parallelogram is arranged on the upper surface of the outer wing body; the embedded resistance rudder is rotatable about an axis of rotation parallel to the outer wing body rear edge.
Optionally, the spanwise Y position of the outer flap is 62.5% to 79% of the half spanwise length, the chordwise X starting position is 67.4%, and the chordwise X length is 32.6% of the local chord length;
the Y position of the embedded resistance rudder in the spanwise direction is 62.5% -79% of the half spanwise length, the starting position of the X position in the chord direction is 30.2%, and the length of the X position in the chord direction is 24.8% of the local chord length.
Optionally, the inner wing body is aft swept >50 °, and the outer wing section is aft swept <35 °.
Optionally, the inner end edge of the outer wing body is transshipment-mounted to the inner wing body, and the outer wing body can be flipped up to be close to the inner wing body.
Optionally, the outer end edge of the outer wing body is provided with a full-motion wing tip, the full-motion wing tip can rotate around a rotating shaft parallel to the spanwise Y direction, and the rotating shaft of the full-motion wing tip is located at one fourth of the local chord length.
Optionally, the air intake and exhaust system comprises a single-engine exhaust system and a double-engine exhaust system.
Compared with the prior art, the invention provides the subsonic flat fusion body layout aircraft, the tail contour edge of the inner wing body and the two outer wing body contour edges are designed and arranged by adopting an edge parallel rule, and the subsonic flat fusion body layout aircraft has higher stealth characteristics; the head edge of the inner wing body forms an inner wing body slight rear angle, the front edge of the outer wing body forms an outer wing section sweepback angle, and the double sweepback layout can adapt to high-speed flight and improve low-speed flight performance; the inner wing body adopts a symmetrical wing section with a rear edge or a slight rear unloading wing section, the outer wing body adopts a wing section combining front edge loading and rear edge slightly larger rear unloading, and the moment self-balancing of a cruise design point is realized; the inner wing body is provided with a backpack air intake and exhaust system to ensure the stealth characteristic; the air inlet channel and the tail nozzle of the air inlet and exhaust system are designed by adopting an S-shaped curved inner flow profile; the outlet of the tail nozzle is designed in a shape-preserving way, so that the integration of various air inlet and exhaust systems can be realized. The aircraft provided by the invention is designed in a mode of mutually combining various characteristics, so that the aircraft has both stealth characteristics and aerodynamic characteristics, and has better comprehensive characteristics.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic view of the configuration of the flat subsonic fusion layout vehicle of the present invention;
FIG. 2 is a schematic structural view of the subsonic flat fusion layout vehicle of the present invention;
FIG. 3 is a schematic view of a first embodiment of the subsonic flat fusion layout aircraft of the present invention in a single shot layout;
FIG. 4 is a schematic view of a second embodiment of the subsonic flat fusion layout aircraft of the present invention in a single-shot layout;
FIG. 5 is a schematic diagram of an embodiment of the subsonic flat fusion layout aircraft of the present invention in a two-shot layout;
FIG. 6 is a partial schematic view of the tail of the inner wing;
FIG. 7 is a schematic side view of a flat subsonic fusion layout vehicle in accordance with the present invention;
FIG. 8 is a partial schematic view of the outer airfoil portion of the subsonic flat fusion layout aircraft of the present invention;
FIG. 9 is a schematic view of the inner wing portion of the subsonic flat fusion layout aircraft of the present invention;
FIG. 10 is a schematic view of two airfoils;
fig. 11 shows images of four loading states, (a) rear loading, (b) front loading, (c) front and rear loading, and (d) equal load distribution.
The figure includes:
the wing comprises an inner wing body 1, an elevator 11, an outer wing body 2, an aileron 21, an inner aileron 211, an outer aileron 212, an embedded resistance rudder 22, a full-motion wing tip 23 and an air intake and exhaust system 3.
Detailed Description
The core of the invention is to provide the subsonic flat fusion body layout aircraft, which improves the structural characteristics of the aircraft in multiple angles, so that the aircraft has both stealth characteristics and aerodynamic characteristics and better comprehensive characteristics.
In order to make those skilled in the art better understand the technical solution of the present invention, the subsonic flat fusion layout aircraft of the present invention will be described in detail with reference to the drawings and the specific embodiments.
The invention provides an aircraft with a flat subsonic fusion body layout, which comprises an inner wing body 1 and two outer wing bodies 2, wherein the two outer wing bodies 2 are symmetrically connected to two sides of the inner wing body 1, and the inner wing body 1 is in an axisymmetric shape.
With reference to fig. 1, fig. 2, both are schematic in top view, wherein parallel arrows in the X-direction indicate the direction of the gas flow; the tail contour edge of the inner wing body 1 and the contour edges of the two outer wing bodies 2 are designed and distributed by adopting an edge parallel rule; in fig. 1, a and b respectively represent two groups of reference lines, wherein the reference lines parallel to the reference line a are four in total, the reference lines parallel to the reference line b are four in total, and the reference lines a and the reference lines b are symmetrically distributed about the central line of the inner wing body 1; the contour edge of the inner wing body 1 and the contour edges of the two outer wing bodies 2 are both linear, the tail contour edge of the inner wing body 1 is parallel to a reference line a or a reference line b, and the contour edges of the two outer wing bodies 2 are parallel to the reference line a or the reference line b. The head (upper side in fig. 1 or left side in fig. 2) of the inner wing body 1 is an edge facing the wind when advancing, and the tail (lower side in fig. 1 or right side in fig. 2) is an edge facing the wind when advancing. The aircraft adopts the edge parallel rule to design the layout contour, and has higher stealth characteristic.
The edge of the head part of the inner wing body 1 forms an inner wing body rear slight angle, and the edge of the front part of the outer wing body 2 forms an outer wing section rear sweep angle; the inner wing body backswept angle is shown as an included angle alpha in fig. 1 and 2, and the outer wing section backswept angle is shown as an included angle beta in fig. 1 and 2. The aircraft adopts a double-sweepback layout mode, and the front edge of the inner wing body 1 adopts large sweepback, so that the aircraft can adapt to high-speed flight and the rear position of the gravity center position; the front edge of the outer wing body 2 adopts a small sweepback wing, so that the low-speed flight performance can be improved.
In order to obtain better stealth characteristics, the contour line is designed by adopting an edge parallel rule, as shown in fig. 1, plane parameters, reference areas and average aerodynamic chord lengths are determined in a layout mode that double backswept is adopted, the outer contour line of the rear edge of the whole aircraft body is W-shaped, the front edge of the inner section adopts large backswept (about 55 degrees) to adapt to higher-speed flight and the rear position of the gravity center position, and the front edge of the outer section adopts relatively small backswept (about 30 degrees) to improve the low-speed flight performance.
The inner wing body 1 adopts a wing-shaped structure and provides a certain lift force in the flying process; the inner wing body 1 adopts a symmetrical wing profile at the rear edge or a slight rear unloading wing profile, and the outer wing body 2 adopts a wing profile combining front edge loading and rear edge slightly larger rear unloading, so that the moment self-balancing of a cruise design point is realized; the flat fusion layout aircraft cancels a tail wing, and loses the adjusting function of a horizontal tail on Cm0 (zero lift force moment coefficient) and Cm (pitching moment coefficient); this means that the outer airfoil body not only generates lift to balance gravity, but also maintains the balance and longitudinal stability of the pitching moment. Therefore, in the design process of the flat fusion layout airplane, attention needs to be paid to the conditions of Cm0>0 and Cm <0, and more coordination and trade-off need to be made. For a swept-back flat blended layout aircraft, a Cm0 ≈ 0 airfoil (symmetric airfoil or airfoil with little positive camber) or slightly aft-unloaded airfoil can be employed and geometry or aerodynamic twist applied to make the full aircraft Cm0>0, where the tip portion behind the center of gravity plays a similar role as the flattail. However, when the trailing edge is unloaded, namely reversely bent, the moment curve is translated towards the raising direction, the airfoil lift force is reduced, particularly the maximum lift force is reduced, and the take-off and landing performance is influenced. Therefore, the airfoil with the combination of front edge loading and rear edge symmetry or rear unloading and the forward movement of the maximum thickness position is adopted, the stall characteristic is improved by geometric torsion of the airfoil, the pitching moment characteristic is improved by adjusting the lift force distribution position, and the moment self-balancing of a cruise design point is realized.
Fig. 10 shows a cross-sectional representation of two airfoils, both of which embody the design concept to some extent. The wing profile 1 adopts slight front loading and less rear loading; the airfoil 2 is loaded with a large front and the trailing edge is symmetrical or slightly unloaded.
FIG. 11 illustrates aft loading, forward loading, fore-aft loading, equal load distribution airfoils and pressure distribution. In FIG. 11 (a), the trailing edge is loaded, the lower surface of the trailing edge is concave, the area enclosed by the pressure distribution is larger, and the lifting force corresponding to the trailing edge is larger. When the leading edge is unloaded, the lower surface of the corresponding trailing edge is not sunken inwards, so that the lift force of the trailing edge is small or even convex, the negative lift force is applied to the trailing edge, and for the moment of the airfoil profile, the lowering moment is reduced or the raising moment is increased.
For aerodynamic forces (with lift/drag/moment values), a mechanical equilibrium can only be established with a moment value of 0 during flight. As for a conventional aircraft, the moment of the whole aircraft in a cruising state is 0 through the design of a horizontal tail, and the balance is carried out through a biased control surface in other states, so that the problem of balance resistance is also involved, namely resistance increment caused by the balance, the horizontal tail and the control surface are designed well, and a good balance effect can be achieved through a small resistance increment. For a conventional aircraft (with a horizontal tail), because the balancing function is on the horizontal tail, the moment constraint is smaller and even can be ignored when the outer wing body is designed. However, for the flat fusion body airplane, because the flat/vertical tail is not provided, the outer wing body requires large lift force and small resistance, the moment is also required to be 0, and the whole airplane (only the outer wing body) is required to be in a trim state in a cruise state, so that the design requirement on the outer wing body is higher.
With reference to fig. 3, 4, 5, 6 and 7, fig. 3 and 4 show a single-engine intake and exhaust system, i.e. one engine is provided, and fig. 5 and 6 show a dual-engine intake and exhaust system, i.e. two engines are provided. The inner wing body 1 is provided with a backpack type air intake and exhaust system 3; an air inlet channel and a tail nozzle of the air inlet and exhaust system 3 are designed by adopting an S-shaped curved inner flow profile, the air inlet channel is a channel in front of an engine, and the tail nozzle is a channel behind the engine; the outlet of the tail nozzle is designed in a shape-preserving way. The air intake and exhaust system 3 comprises an air inlet channel of air flow and an engine arranged in the air inlet channel, and the aircraft adopts a backpack S-shaped air inlet channel which is conformal to the aerodynamic shape, so that the air intake and exhaust system and the aerodynamic shape are highly fused.
In order to ensure the stealth characteristic of the layout, a backpack air intake and exhaust system which is highly conformal to the aerodynamic shape is adopted, as shown in figures 3-7 and 9. As shown in fig. 7, a single engine is taken as an example, the air intake mode is that air is taken in from the middle machine head, and a DSI bulge and an S-bend special-shaped air inlet channel are adopted, so that the air inlet channel with excellent performance is designed while stealth performance is considered.
The aircraft provided by the invention is designed in a mode of mutually combining various characteristics, so that the aircraft has both stealth characteristics and aerodynamic characteristics, and has better comprehensive characteristics. The invention provides a feasible subsonic flat fusion layout aircraft general scheme based on the knowledge of subjects such as pneumatics, stealth, control, air intake and exhaust and the like.
On the basis of the scheme, the invention is provided with an elevator 11 at the tail edge of the inner wing body 1 in a rotating way; the elevator 11 is a part of the tail of the inner wing body 1, the elevator 11 shown in fig. 2 is a parallelogram structure, and the rotating shaft of the elevator 11 is parallel to the edge of the tail of the inner wing body 1. The invention adopts the elevator 11 to realize the pitch direction control. The control surface behind the exhaust system can also be used as a lift control, and vector thrust can be realized. However, for the flat fusion layout aircraft, the aircraft is arranged at the farthest end, the rudder effect of the elevator is not enough, and only the body torque characteristic is required to be good to reduce the trimming requirement.
With reference to fig. 1 and 2, X represents a chord direction, Y represents a span direction, the span directions of the two sides are different from each other with the symmetry axis of the entire aircraft as a boundary, the span direction represents a length extending direction of the outer wing body 2, and the chord direction represents a length extending direction of the entire aircraft. The elevator 11 is from 15% to 45% along the spanwise Y position, taking fig. 2 as an example, the sum of the spanwise length of one half of the spanwise length of the inner wing body 1 + the spanwise length of one outer wing body 2 is half spanwise length, the half spanwise length is 100%, and the elevator 11 is from 15% to 45% along the spanwise position. The length in the chord direction X of the elevator 11 is 12.5% of the local chord length, which is the length in the arc direction at the position of the structure, and taking fig. 2 as an example, the maximum length of the inner wing body 1 is 100%, and the length in the chord direction X of the elevator 11 is 12.5% of the maximum length of the inner wing body 1.
Referring to fig. 2 and 8, an aileron 21 is rotatably disposed at the rear edge of the outer wing body 2, the aileron 21 is a part of the entire outer wing body 2 and is located at the rear of the outer wing body 2, and the rear edge of the aileron 21 is used as the rear edge of the outer wing body 2. The rotation axis of the aileron 21 is parallel to the rear edge of the outer wing body 2, and roll control is achieved by the rotation of the aileron 21.
Referring to fig. 2, the aileron 21 comprises an inner aileron 211 and an outer aileron 212, both of which have parallelogram edges, the inner aileron 211 and the outer aileron 212 are two independent structures, and the inner aileron 211 and the outer aileron 212 rotate independently. The sum of the lengths of the inner flap 211 and the outer flap 212 in the spanwise Y direction is equal to the length of the rear edge of the outer wing body 2, and the rear edges of both the inner flap 211 and the outer flap 212 together constitute the rear edge of the entire outer wing body 2. The inner flaps 211 on both sides are independently controlled, respectively, and roll control is realized by differential deflection of the inner flaps 211 on both sides.
The upper surface of the outer wing body 2 is provided with an embedded resistance rudder 22 with an edge shape of a parallelogram, the embedded resistance rudder 22 can rotate around a rotating shaft parallel to the rear edge of the outer wing body 2, and the embedded resistance rudder 22 is used as a part of the upper surface of the outer wing body 2.
The embedded resistance rudder 22 has the effect of resistance increasing and lift breaking, the outer ailerons 212 deflect downwards to have the effect of resistance increasing and lift increasing, and the embedded resistance rudder 22 and the outer ailerons 212 form a combined rudder to realize course control; the embedded resistance rudder 22 and the outer aileron 212 are combined and cooperatively used to play a role in increasing resistance and stabilizing lift, and can remarkably weaken the coupling degree with the longitudinal direction and the transverse direction, thereby realizing the decoupling design of the control surface.
Specifically, the spanwise Y position of the outer flap 212 is 62.5% to 79% of the half spanwise length, the chordwise X starting position is 67.4%, and the chordwise X length is 32.6% of the local chord length; the spanwise length of the inner flap 211 is located between the intersection of the outer wing body 2 and the inner wing body 1 and the inner end of the outer flap 212.
The spanwise Y position of the embedded resistance rudder 22 is 62.5% -79% of the half spanwise length, the starting position of the chord direction X is 30.2%, and the length of the chord direction X is 24.8% of the local chord length.
The inner wing body backward slight angle is more than 50 degrees, the outer wing section backward slight angle is less than 35 degrees, the inner wing body backward slight angle alpha adopts large backward sweep (more than 50 degrees) and can adapt to high-speed flight and the rear position of the gravity center position, and the outer wing section backward slight angle beta adopts relatively small backward sweep (less than 35 degrees) and can improve the low-speed flight performance.
Preferably, the inner end edge of the outer wing body 2 is transshipment-mounted on the inner wing body 1, the outer wing body 2 can be turned upwards to be close to the inner wing body 1, the upward turning angle of the middle and outer wing bodies 2 is greater than 90 degrees, and the space occupation of the outer wing body 2 can be reduced when the carrier-based aircraft is stored.
Referring to fig. 8, the outer end edge of the outer wing body 2 is provided with a full moving wing tip 23, the full moving wing tip 23 can rotate around a rotating shaft parallel to the spanwise Y direction, and the rotating shaft of the full moving wing tip 23 is located at one of four parts of the local chord length. The full rotor tip 23 may be rotated 90 about its axis but is generally not rotated to the maximum angle and may be offset by 90 if accepted to withstand resistance increase during landing. The full rotor tip 23 is more often used for heading control.
The air intake and exhaust system 3 comprises a single-engine exhaust system and a double-engine exhaust system, and can realize the integration of various air intake and exhaust systems by adopting an internal and external flow shape-preserving design. The tail nozzle of the air intake and exhaust system 3 is designed by adopting an S-shaped curved internal flow profile, the internal and external flow coupling realizes shape retention, and simultaneously, a thrust vector technology is introduced, and a splint with single-side expansion is designed into a movable control surface, so that the pitching control capability is further improved, as shown in figure 9. The S-bend and the outflow form a shape-preserving design at the joint of the object plane, and the realization of a thrust vector is considered when the shape is preserved.
In conclusion, the aircraft disclosed by the invention adopts the edge parallel rule to design the layout profile, and has a high stealth characteristic; the flat fusion layout is adopted, so that the pneumatic performance is high; the front edge of the inner wing body 1 is large in sweepback by adopting a double-sweepback layout mode, the high-speed and gravity center position postposition is adapted, the front edge of the outer wing body 2 adopts a small sweepback wing, the low-speed performance is improved, and meanwhile, the outer wing body can be folded at a turning position; the inner wing body 1 mainly adopts a symmetrical wing section with a rear edge or a slight rear unloading wing section, and the outer wing body 2 mainly adopts a wing section combined with front edge loading and rear edge unloading with a slightly larger rear edge, so that the moment self-balancing of a cruise design point is realized; the inner wing body 1 is provided with a group of elevators, the chord length of the control surface along the flow direction is 12.5 percent of the reference length, and the control in the pitching direction is realized; two ailerons are designed on the back edge of the outer wing body 2, and a group of embedded resistance rudders 22 are designed on the upper wing surface, wherein the inner aileron 211 is used independently to realize roll control; the outer ailerons 212 and the embedded resistance rudder 22 form a combined rudder for cooperative use to realize course control; the wingtip of the outer wingbody 2 adopts a full-moving wingtip 23, and further provides input for course control; a backpack type air inlet and outlet system 3 is adopted to further ensure the stealth characteristic; the integration of various air inlet and exhaust systems can be realized by adopting an internal and external flow shape-preserving design; the air inlet channel and the tail spray pipe are designed by adopting an S-shaped curved inner flow profile; the outlet of the tail nozzle is designed in a shape-preserving mode, and vector thrust is achieved through the design of a movable control surface or fluid thrust vector is achieved through the adoption of same-direction flow control.
The invention provides a feasible subsonic flat fusion body layout aircraft overall scheme based on the knowledge of subjects such as pneumatics, stealth, control, air intake and exhaust.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. The subsonic flat fusion body layout aircraft is characterized by comprising an inner wing body (1) and two outer wing bodies (2), wherein the tail contour edge of the inner wing body (1) and the contour edges of the two outer wing bodies (2) are designed and arranged by adopting an edge parallel rule;
the edge of the head part of the inner wing body (1) forms an inner wing body backward slight angle, and the edge of the front part of the outer wing body (2) forms an outer wing section backward sweep angle;
the inner wing body (1) adopts a symmetrical wing profile at the rear edge or a slight rear unloading wing profile, and the outer wing body (2) adopts a wing profile combining front edge loading and rear edge slightly larger rear unloading, so that the moment self-balancing of a cruise design point is realized;
the inner wing body (1) is provided with a backpack air intake and exhaust system (3); the air inlet channel and the tail nozzle of the air inlet and exhaust system (3) are designed by adopting an S-shaped curved inner flow profile; the outlet of the tail nozzle is designed in a shape-preserving way.
2. The subsonic flat fusion layout aircraft according to claim 1, characterized in that the trailing edge of said inner wing body (1) is provided with an elevator (11) in rotation; the rotating shaft of the elevator (11) is parallel to the tail edge of the inner wing body (1);
the elevator (11) is 15-45% of the Y position along the spanwise direction, and the length of the X position along the chordwise direction is 12.5% of the local chord length.
3. The subsonic flat fusion layout vehicle according to claim 1, characterized in that the rear edge of said outer wing body (2) is provided with a rotary flap (21); the rotation axis of the aileron (21) is parallel to the rear edge of the outer wing body (2).
4. The subsonic flat fusion layout aircraft according to claim 3, characterized in that said ailerons (21) comprise an inner aileron (211) and an outer aileron (212) both having parallelogram edge shapes, the sum of the lengths of said inner aileron (211) and said outer aileron (212) in the spanwise Y direction being equal to the length of the rear edge of said outer wing body (2).
5. The subsonic flat fusion layout aircraft according to claim 4, characterized in that the upper surface of said outer wing body (2) is provided with an embedded drag rudder (22) with parallelogram shaped edge; the embedded resistance rudder (22) can rotate around a rotating shaft parallel to the rear edge of the outer wing body (2).
6. The subsonic flat fusion layout vehicle according to claim 5, characterized in that the spanwise Y position of the outer flap (212) is 62.5% to 79% of the half span length, the chordwise X starting position is 67.4%, and the chordwise X length is 32.6% of the local chord length;
the Y position in the spanwise direction of the embedded resistance rudder (22) is 62.5% -79% of the half spanwise length, the X starting position in the chord direction is 30.2%, and the X length in the chord direction is 24.8% of the local chord length.
7. The subsonic flat fusion layout vehicle of claim 1, characterized in that said inner wing aft angle is >50 °, said outer wing aft sweep angle is <35 °.
8. The subsonic flat fusion layout aircraft according to claim 1, characterized in that the inner end edge of the outer wing body (2) is transmounted to the inner wing body (1), the outer wing body (2) being able to be turned upwards close to the inner wing body (1).
9. The subsonic flat fusion layout aircraft according to claim 1, characterized in that the outer end edge of the outer wing body (2) is provided with a full moving wing tip (23), the full moving wing tip (23) can rotate around a rotating shaft parallel to the spanwise Y direction, and the rotating shaft of the full moving wing tip (23) is located at one of four parts of the local chord length.
10. The subsonic flat fusion layout aircraft according to claim 1, characterized in that said intake and exhaust system (3) comprises a single-shot exhaust system and a double-shot exhaust system.
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| CN202211567963.0A CN115571323A (en) | 2022-12-08 | 2022-12-08 | Flat fusion body overall arrangement aircraft of subsonic speed |
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