CN112606995A - Wide-speed-range pneumatic stability control characteristic structure for flying wing layout - Google Patents
Wide-speed-range pneumatic stability control characteristic structure for flying wing layout Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/10—Shape of wings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/38—Adjustment of complete wings or parts thereof
- B64C3/40—Varying angle of sweep
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/38—Adjustment of complete wings or parts thereof
- B64C3/54—Varying in area
- B64C3/546—Varying in area by foldable elements
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Abstract
The invention belongs to the technical field of aviation aircraft design and discloses a wide-speed-range pneumatic stability control characteristic structure of flying wing layout.A wing body is fused with the flying wing layout, double wings of the body adopt double-sweepback layout, the wings are divided into an inner wing section and an outer wing section, the inner wing section is a wing section fused with the body, the leading-edge sweepback angle of the inner wing section is large, and the leading-edge sweepback angle of the outer wing section is small; the outer wing section is further divided into an outer wing section fixing section and an outer wing section foldable section, the outer wing section fixing section is fixedly connected with the inner wing section, the outer wing section foldable section is in shaft-movable connection with the outer wing section fixing section through an outer wing section rotating shaft, and the outer wing section foldable section rotates relative to the outer wing section rotating shaft and is folded upwards. When the structure is used, the requirements of different pneumatic and operating stability performance of low-speed take-off and landing, high subsonic cruise and supersonic cruise design points can be met.
Description
Technical Field
The invention belongs to the technical field of aviation aircraft design, relates to a flying wing layout structure, and particularly relates to a wide-speed-range pneumatic stability control characteristic structure of flying wing layout.
Background
Compared with the traditional layout, the flying wing layout cancels the components such as the fuselage, the horizontal tail, the vertical tail and the like of the traditional layout airplane, the aerodynamic appearance is closer to a pair of clean wings, and therefore the following advantages in the aspects of structure, aerodynamics, invisibility and the like are brought:
(1) the pneumatic efficiency is high: the flying wing layout unmanned aerial vehicle cancels horizontal tails and vertical tails in the conventional layout, effectively reduces the whole vehicle wetting area, and thus reduces the surface friction resistance; the mutual interference among all parts is effectively eliminated, and the interference resistance is reduced. Meanwhile, the unmanned aerial vehicle with the flying wing layout is similar to a complete wing, all components can generate lift force, the aerodynamic appearance is smoother, separation is not easy to occur when incoming flow flows through the wing surface, and the aerodynamic characteristics of the wing profile can be exerted to a greater extent.
(2) The structure is light in weight: on the one hand, the flying wing layout unmanned aerial vehicle has the structural weight remarkably reduced because components such as horizontal tails and vertical tails are cancelled. On the other hand, because flying wing overall arrangement unmanned aerial vehicle can regard as holistic lifting surface, load distribution is more even, can effectively reduce atress structure intensity to further reduce full quick-witted weight.
(3) The loading efficiency is high: the flying wing layout cancels the traditional fuselage, and the whole wing surface can provide loading space for engines, landing gears, airborne equipment, mission loads and the like. And because the degree of fusion is higher, whole inner space intercommunication and regular is convenient for arrange with make full use of high efficiency.
(4) The stealth performance is good: the geometrical shape of the flying wing layout unmanned aerial vehicle is a highly fused wing surface, so that the connection among components is reduced, and the radar wave scattering generated by seams is effectively reduced. The elimination of the horizontal tail and the vertical tail eliminates the main elements forming the corner reflector, and the lateral stealth performance is greatly improved.
The insufficiency of the flying wing layout is mainly reflected in the stability control characteristic. Because a horizontal tail and a vertical tail are cancelled, a stabilizing plane is lacked during flying, and most flying wing layout unmanned planes are statically unstable or neutral and stable; control surfaces for controlling the attitude of the fuselage can only be provided at the trailing edge of the wing (or the wing surface). The unmanned aerial vehicle is limited by the space and the control arm of force of the control surface, the control surface efficiency of the flying wing layout unmanned aerial vehicle is relatively low, and the balancing capability is poor. The lack of stability characteristics has limited the development of flying wing layouts for a long time. With the development of modern control technology and the emergence of new design concepts such as relaxation of static stability and the like, the main problems of the stability control characteristic of the flying wing layout are solved to a certain extent and are applied to actual models.
The flying wing layout aircrafts in active service and in research are mainly divided into a single sweep configuration and a double sweep configuration. The single-sweep configuration has the same sweep angle of the leading edge of the inner wing and the outer wing, and the configurations are adopted as B-2, neuron and X-45C. The front edge sweepback angle of the inner wing section of the double-sweepback configuration is larger than that of the outer wing section, X-47B is a representative of the double-sweepback configuration, the maximum flight speed of active service and in-process equipment is limited in a subsonic speed range, and supersonic cruise cannot be realized. The reason is analyzed from the aspect of pneumatic layout design, and mainly because the existing layout scheme does not solve the matching design of the pneumatic characteristics and the stability operating characteristics of multiple design points in the wide speed range of take-off and landing, hypersonic cruise and supersonic cruise.
In the aspect of lift-drag characteristics, the take-off and landing state is to improve the adaptability of the runway, the used lift coefficient is close to the maximum available lift coefficient, and the layout is required to have a large lift-drag ratio under the lift coefficient, so that the climbing and accelerating performances are improved; the design point of the high subsonic speed cruise is the most economic flight state of the aircraft and the maximum voyage is obtained, and at the moment, the pneumatic layout is required to have a larger cruise lift-drag ratio at the corresponding design point of the high subsonic speed cruise, so that the wings are in a supercritical state as much as possible and no shock wave is generated; the high subsonic speed cruise design point is used when the engine suddenly or quickly arrives and departs, and the pneumatic layout is required to have lower shock resistance so as to meet the requirement that the thrust of the engine can be offset with the supersonic speed cruise resistance under the condition that an afterburner is not used. The aircraft with high subsonic speed cruising performance is suitable for adopting a medium-small sweepback angle and large aspect ratio pneumatic layout; the aircraft with the ultrasonic performance being emphasized is suitable for the layout with large sweepback angle and small aspect ratio. The difference of the speed and the pressure of each design point of the lifting, the high subsonic speed and the supersonic speed is great, the design lift coefficient is different, the aerodynamic layout design needs to consider all the design points, and the design lift coefficient is matched with the maximum lift-drag ratio position of a lift-drag ratio curve.
In the aspect of stability control characteristics, the flying wing layout aircraft lacks a course stabilizing surface, the course is generally static and unstable, the flight can be overcome through control by the control surface attenuation during subsonic flight, but during supersonic cruise flight, airflow disturbance caused by deflection of the control surface cannot penetrate through the sonic surface and cannot be forwarded, the efficiency of the control surface is low, a larger deflection angle is needed for controlling the attitude of the aircraft through deflection of the control surface, the flow of the airfoil surface is possibly complicated, stronger shock waves are induced, and larger resistance increment is brought. Secondly, the aerodynamic focus will move backwards due to the change of the pressure distribution state in the supersonic cruise state, so that the longitudinal stability is increased, the control surface of the flying wing layout can only be arranged at the trailing edge of the wing, the force arm is extremely small, and the supersonic control is difficult.
In summary, in order to enable the flying wing layout aircraft to achieve matching of wide-speed-range multi-design-point aerodynamic characteristics and stability control characteristics, a reasonable variant layout needs to be adopted, and aerodynamic and stability control characteristics of all design points are considered.
Disclosure of Invention
In order to solve the problems, the invention provides a wide-speed-domain pneumatic stability control characteristic structure of a flying wing layout, which unifies the contradiction of the pneumatic layout parameters of hypersonic and supersonic aircrafts by the design of double sweepback layout and wing tip turnover variants, and gives consideration to the pneumatic characteristic requirements of multiple design points in the wide-speed domain; the problem of stability of the supersonic speed course maneuverability of the flying wing layout and the problem of backward movement of the pneumatic focus are solved.
The technical scheme of the invention is as follows:
a wide-speed-range pneumatic stability-operating characteristic structure for flying wing layout is characterized in that a wing body is a body with a flying wing layout, double wings of the body are in a double-sweepback layout, the wings are divided into an inner wing section and an outer wing section, the inner wing section is a wing section fused with the body, the inner wing section has a large front edge sweepback angle, and the outer wing section has a small front edge sweepback angle; the outer wing section is further divided into an outer wing section fixing section and an outer wing section foldable section, the outer wing section fixing section is fixedly connected with the inner wing section, the outer wing section foldable section is in shaft-movable connection with the outer wing section fixing section through an outer wing section rotating shaft, and the outer wing section foldable section rotates relative to the outer wing section rotating shaft and is folded upwards.
Furthermore, when the wing is in a low-speed take-off and landing state, the foldable section of the outer wing section is kept straight, so that the wing tip is horizontal, the maximum lift force is ensured by the maximum area, and the take-off and landing performance is improved; when in a high subsonic speed cruising state, the foldable section of the outer wing section keeps straight to enable the wing tip to be horizontal, at the moment, the layout equivalent sweepback angle is small, the aspect ratio is large, a large high subsonic speed cruising lift-drag ratio can be obtained, and excellent voyage is guaranteed; when the aircraft is in a supersonic cruise state, the foldable section of the outer wing section is folded upwards, the area of the wing is reduced, the layout equivalent sweepback angle is larger, the aspect ratio is smaller, and the supersonic shock wave resistance can be effectively reduced; meanwhile, after the foldable section of the outer wing section is folded upwards, the folding angle of the foldable section of the outer wing section is controlled in real time through the control system and can be used as a course stabilizing plane to ensure the static and stable course during supersonic cruise, a control plane at the rear edge of the foldable section of the outer wing section is also arranged, and the control plane at the rear edge of the foldable section of the outer wing section can be used as a rudder to finish course control, so that the problem of course control stability of the layout of the flying wings is solved.
Furthermore, the technology adopts a longitudinal weak static unstable design to improve the maneuverability by selecting proper layout parameters such as the sweepback angle of the front edge and the rear edge and the position of the center of gravity, so that the foldable section of the outer wing section is folded upwards to change the pressure distribution of the wings when the aircraft is in a low-speed take-off and landing state and a subsonic cruising state, the focus of the aircraft is slightly in front of the center of gravity, the problem of difficult operation caused by backward movement of the focus of the supersonic speed is solved, and the moderate longitudinal static stability of the supersonic speed can be ensured by reasonable selection of the layout parameters.
Further, the design point of the high subsonic cruise is 0.85Ma, and the design point of the supersonic cruise is 1.5 Ma.
Further, the forward sweep angle of the front edge of the inner wing section is larger than 55 degrees, the forward sweep angle of the rear edge is smaller than 15 degrees, and the half span length of the inner wing section is 32 percent of the half span length of the whole airplane.
Further, the front edge sweepback angle of the outer wing section is less than 55 degrees, the rear edge sweepback angle is less than 15 degrees, and the half span length of the outer wing section is 68 percent of the half span length of the whole airplane.
Further, the outer wing section is arranged at a position 50% -80% of the connecting position of the outer wing section and the inner wing section in the spanwise direction to the wing tip direction, an outer wing section rotating shaft is arranged, the outer wing section fixing section and the outer wing section foldable section can be upwards turned over by 60 degrees-90 degrees around the outer wing section rotating shaft.
Furthermore, in a low-speed take-off and landing state, the foldable section of the outer wing section is horizontal, the wing tip is in the horizontal position, the wing area is maximum at the moment, the maximum lift force can be obtained, and the quick take-off and landing are realized; in a high subsonic speed cruising state, the foldable section of the outer wing section is horizontal, the wing tip is kept horizontal, the high subsonic speed cruising aircraft has a large aspect ratio and a small equivalent sweepback angle, can efficiently cruise with a cruising lift-drag ratio larger than 13, and has a maximum range of 6000KM which is superior to that of the existing in-service similar aircraft; in the supersonic cruise state, the foldable section of the outer wing section is upwards folded by 60 degrees to 90 degrees, the wing area is reduced, the equivalent sweepback angle is increased, the aspect ratio is reduced, the supersonic cruise resistance is reduced, the wing load is increased at the moment, the design lift coefficient is matched with the optimum lift-drag ratio point of the supersonic cruise, and the supersonic cruise can be realized by the lift-drag ratio more than 6.
The invention has the advantages that:
according to the scheme, the double-sweepback layout is combined with the foldable variant layout design of the wing tips, so that the flying wing layout aircraft can meet the requirements of different aerodynamic and operational stability performance at low-speed take-off and landing, high subsonic cruise and supersonic cruise design points. The wing area is maximum when the aircraft takes off and lands at low speed, so that high lift force is obtained as far as possible, and the taking off and landing performance is improved; the high subsonic speed cruise design point cruises and flies with a small equivalent sweepback angle and a large aspect ratio configuration, so that the cruise efficiency can be effectively improved, and the voyage and voyage are increased; the wing tip of the supersonic cruise design point is turned upwards to switch the supersonic configuration, thereby meeting the requirements of pneumatic and stable operation of the supersonic cruise, improving the sudden prevention and quick response capability and self viability, and the specific expression is as follows:
1. after the wing tip is folded, the wing area is effectively reduced, the equivalent sweepback angle is increased, the aspect ratio is reduced, and the supersonic shock wave resistance is reduced;
2. the turned-up wing tip part is used as a course stabilizing plane to ensure the static and stable course during supersonic cruise, and the rear edge stabilizing plane of the turned-up wing tip part plays the role of a rudder to finish course control;
3. the aerodynamic focus moves forwards after the wing tips are folded, and the problem of reduction of the control surface efficiency caused by backward movement of the supersonic speed focus is effectively solved.
The optimal embodiment of the invention is a layout scheme of heavy combat bombers, and the heavy combat bombers with the flying wing layout designed by the technology of the invention can have the performance (the range is 6000 kilometers, and the cruise lift-drag ratio is 12) superior to that of the mainstream four-generation heavy combat bombers on the basis of high subsonic speed cruising performance; the system has the ultrasonic cruising capability of Mach 1.5, and improves the penetration, quick response capability and self viability; the flying wing layout is adopted, and the stealth capability of the existing similar equipment is exceeded.
Drawings
FIG. 1 is a subsonic configuration of an unmanned aerial vehicle according to an embodiment of the present invention;
FIG. 2 is a supersonic configuration of a drone according to an embodiment of the present invention;
FIG. 3 is a top view of a pressure-sound velocity configuration of an unmanned aerial vehicle according to an embodiment of the invention;
FIG. 4 is a top view of a supersonic configuration of a drone in accordance with an embodiment of the present invention;
the aircraft comprises an inner wing section, an outer wing section fixing section, an outer wing section rotating shaft, an outer wing section foldable section, an inner wing section rear edge control surface, an outer wing section fixing section rear edge control surface and an outer wing section foldable section rear edge control surface, wherein the inner wing section, the outer wing section fixing section, the outer wing section rotating shaft, the outer wing section foldable section, the inner wing section rear edge control surface, the outer wing section fixing section rear edge control surface and the outer wing section foldable section.
Detailed Description
This section is an example of the present invention and is provided to explain and illustrate the technical solutions of the present invention.
A wide-speed-range pneumatic stability-operating characteristic structure for flying wing layout is characterized in that a wing body is a body with a flying wing layout, double wings of the body are in a double-sweepback layout, the wings are divided into an inner wing section 1 and an outer wing section, the inner wing section 1 is a wing section fused with the body, the front-edge sweepback angle of the inner wing section 1 is large, and the front-edge sweepback angle of the outer wing section is small; the outer wing section is further divided into an outer wing section fixing section 2 and an outer wing section foldable section 4, the outer wing section fixing section 2 is fixedly connected with the inner wing section 1, the outer wing section foldable section 4 is in shaft-moving connection with the outer wing section fixing section 2 through an outer wing section rotating shaft 3, and the outer wing section foldable section 4 rotates relative to the outer wing section rotating shaft 3 and is folded upwards.
When the outer wing section is in a low-speed lifting state, the foldable section 4 of the outer wing section keeps straight, so that the wing tip is horizontal, the maximum lifting force is ensured by the maximum area, and the lifting performance is improved; when in a high subsonic speed cruising state, the foldable section 4 of the outer wing section keeps straight to enable the wing tip to be horizontal, at the moment, the layout equivalent sweepback angle is small, the aspect ratio is large, a large high subsonic speed cruising lift-drag ratio can be obtained, and excellent voyage is guaranteed; when the aircraft is in a supersonic cruise state, the foldable section 4 of the outer wing section is folded upwards, the area of the wing is reduced, the layout equivalent sweepback angle is larger, the aspect ratio is smaller, and the supersonic shock wave resistance can be effectively reduced; meanwhile, after the foldable section 4 of the outer wing section is folded upwards, the folding angle of the foldable section 4 of the outer wing section is controlled in real time through the control system and can be used as a course stabilizing plane to ensure the static and stable course during supersonic cruising, the rear edge of the foldable section 4 of the outer wing section is also provided with a rear edge control plane 7 of the foldable section of the outer wing section, and the rear edge control plane can be used as a rudder to finish course control, so that the problem of course control of the layout of the flying wing is solved.
The technology adopts a longitudinal weak static unstable design to improve the maneuverability by selecting proper layout parameters such as a leading edge sweepback angle and a trailing edge sweepback angle and the position of the center of gravity to ensure that the focus of the airplane is slightly positioned in front of the center of gravity in the low-speed take-off and landing and subsonic cruising states, and the foldable section 4 of the outer wing section is folded upwards in the supersonic speed state to change the pressure distribution of the wings, so that the pneumatic focus moves forwards to some extent relative to the unfolded state, the problem of difficult manipulation caused by backward movement of the supersonic speed focus is solved, and the moderate longitudinal static stability of the supersonic speed can be ensured by reasonable layout parameter selection.
The optimal embodiment of the invention is a layout scheme of a 30-ton heavy-duty fighting bomber, and the design point of the high subsonic cruise is 0.85Ma, and the design point of the supersonic cruise is 1.5 Ma.
The front edge sweepback angle of the inner wing section 1 is larger than 55 degrees, the rear edge sweepback angle is smaller than 15 degrees, and the half-span length of the inner wing section 1 is 32 percent of the half-span length of the whole aircraft.
The sweep angle of the front edge of the outer wing section is less than 55 degrees, the sweep angle of the rear edge is less than 15 degrees, and the half span length of the outer wing section is 68 percent of the half span length of the whole airplane.
The outer wing section is arranged at a position 50% -80% of the connection position of the outer wing section and the inner wing section 1 along the spanwise wing tip direction, an outer wing section rotating shaft 3 is arranged, the outer wing section fixing section 2 and the outer wing section foldable section 4 are arranged, and the outer wing section foldable section 4 can be upwards turned over by 60 degrees to 90 degrees around the outer wing section rotating shaft 3.
When the aircraft is in a low-speed take-off and landing state, the foldable section 4 of the outer wing section is horizontal, the wing tip is in the horizontal position, the wing area is maximum at the moment, the maximum lift force can be obtained, and the rapid take-off and landing can be realized; in a high subsonic speed cruising state, the foldable section 4 of the outer wing section is horizontal, the wing tip is kept horizontal, the high-speed cruising aircraft has a large aspect ratio and a small equivalent sweepback angle, can efficiently cruise with a cruising lift-drag ratio larger than 13, has a maximum range of 6000KM and is superior to the existing similar aircraft; in the supersonic cruise state, the foldable section 4 of the outer wing section is upwards folded by 60 degrees to 90 degrees, the wing area is reduced, the equivalent sweepback angle is increased, the aspect ratio is reduced, the supersonic cruise resistance is reduced, the wing load is increased, the design lift coefficient is matched with the optimum lift-drag ratio point of the supersonic cruise, and the supersonic cruise can be realized by the lift-drag ratio larger than 6.
Through reasonable gravity center position and layout parameter selection, the stability control characteristics of low-speed take-off and landing, hypersonic cruise and supersonic cruise in wide speed range and multiple design points are matched. The focus of the low-speed take-off and landing state is slightly in front of the gravity center, the design of relaxing static stability is adopted, the whole machine is longitudinally weak and static unstable, and the pitching moment is positive in the large attack angle state. The control surface 5 of the rear edge of the inner wing section is deflected downwards to form a simple flap, the flap plays a role of high lift, meanwhile, the low head moment is added for balancing, the balancing of positive lift force is realized, and therefore the lifting performance is improved. The focus moves backwards in the high subsonic speed state, the longitudinal static stability margin is about 2.5%, good maneuvering performance is guaranteed, and the moment at the cruise design point is basically self-balanced. The focus moves backwards greatly in the supersonic cruise state, but the wing tips are folded upwards, the lift force distribution moves forwards integrally, the aerodynamic focus moves forwards correspondingly, the longitudinal static stability margin is kept at 6%, the moderate disturbance resistance capability is realized, and the moment of the cruise design point is close to self-balancing.
Another embodiment of the present invention is described below with reference to the drawings.
The optimal embodiment of the invention is a layout scheme of a 30-ton heavy-duty battle bomber, and a high subsonic cruise design point is set to be 0.85Ma, and an ultrasonic cruise design point is set to be 1.5 Ma. The method comprises the following steps that a double-sweepback layout is combined with a wing tip upward folding matching wide-speed-range multi-design-point technology, a front edge sweepback angle of an inner wing section is 72 degrees, a rear edge sweepback angle is 12 degrees, and the half-span length of the inner wing section is 32 percent of the half-span length of the whole aircraft; the outer wing section comprises an outer wing section front edge sweepback angle of 40 degrees, a rear edge sweepback angle of 12 degrees and a full-aircraft half-span length of 68 percent, wherein a rotating shaft parallel to the plane of the wing is arranged at the position of 55 percent of the connecting position of the outer wing section and the inner wing section in the span-wise wing tip direction, the outer wing section is divided into a part fixedly connected with the inner wing section and a turnover part, and the turnover part can be turned upwards for 75 degrees around the rotating shaft; and control surfaces with equal flow directions are arranged at the rear edge of the inner wing section, the rear edge of the outer wing section fixing section and the rear edge of the outer wing section turnover section.
In the taking-off and landing stage, the foldable part 4 of the outer wing section is kept horizontal, the maximum wing area is kept, the lift force required by taking-off and landing is provided, and the control surface 5 of the rear edge of the inner wing section deflects downwards to serve as a simple flap to play the roles of pitching moment balancing and lift increasing.
In the high subsonic speed cruising stage, the foldable part 4 of the outer wing section is kept horizontal, high subsonic speed efficient cruising is kept in a large aspect ratio and small equivalent sweepback angle configuration, and cruising efficiency is improved.
In the supersonic cruise stage, the foldable part 4 of the outer wing section is folded upwards around the rotating shaft 3 of the outer wing section, the supersonic cruise is kept in a low-aspect-ratio and high-equivalent sweepback angle configuration, and the shock resistance is reduced; the folded outer wing section foldable part 4 serves as a course stabilizer to provide course stability; the trailing edge control surface 7 of the outer wing section folding section is used as a rudder to control the course.
Claims (8)
1. The wide-speed-range pneumatic stability control characteristic structure of the flying wing layout is characterized by comprising a machine body with a wing body fused with the flying wing layout, wherein double-sweepback layout is adopted by double wings of the machine body, the wings are divided into an inner wing section (1) and an outer wing section, the inner wing section (1) is a wing section fused with the machine body, the front edge sweepback angle of the inner wing section (1) is large, and the front edge sweepback angle of the outer wing section is small; the outer wing section is further divided into an outer wing section fixing section (2) and an outer wing section foldable section (4), the outer wing section fixing section (2) is fixedly connected with the inner wing section (1), the outer wing section foldable section (4) is in shaft-moving connection with the outer wing section fixing section (2) through an outer wing section rotating shaft (3), and the outer wing section foldable section (4) rotates relative to the outer wing section rotating shaft (3) and is folded upwards.
2. The wide-speed-range pneumatic stability control characteristic structure of the flying wing layout according to claim 1, wherein in a low-speed take-off and landing state, the foldable section (4) of the outer wing section is kept straight to enable the wing tip to be horizontal; when in a high subsonic speed cruising state, the foldable section (4) of the outer wing section keeps straight, so that the wing tip is horizontal; and when the aircraft is in a supersonic cruise state, the folding angle of the outer wing section foldable section (4) is controlled in real time by a control system, and the rear edge of the outer wing section foldable section (4) serving as a course stabilizer is also provided with an outer wing section foldable section rear edge control surface (7).
3. The wide-speed-range aerodynamic stability control characteristic structure of the flying wing layout according to claim 2, wherein in the low-speed take-off and landing and subsonic cruising states, the focal point of the aircraft is slightly in front of the center of gravity; when the aircraft is in a supersonic speed state, the foldable section (4) of the outer wing section is folded upwards to change the pressure distribution of the wings, and the pneumatic focus moves forwards relative to the unfolded state.
4. The wide-speed-range aerodynamic stability-operating characteristic structure of the flying wing layout according to claim 1, wherein the high subsonic cruise design point is 0.85Ma, and the supersonic cruise design point is 1.5 Ma.
5. The wide-speed-range aerodynamic stability control characteristic structure of the flying wing layout according to claim 4, wherein the forward swept angle of the front edge of the inner wing section (1) is greater than 55 degrees, the forward swept angle of the rear edge of the inner wing section is less than 15 degrees, and the half span length of the inner wing section (1) is 32 percent of the half span length of the whole aircraft.
6. The wide-speed-range aerodynamic stability characteristics structure of a flying wing layout according to claim 5, wherein the outer wing section leading edge sweep angle is less than 55 degrees, the trailing edge sweep angle is less than 15 degrees, and the outer wing section half span length is 68 percent of the full aircraft half span length.
7. The wide-speed-range pneumatic stability control characteristic structure of the flying wing layout according to claim 6, wherein the outer wing section rotating shaft (3), the outer wing section fixed section (2) and the outer wing section foldable section (4) are arranged at 50% -80% of the connecting position of the outer wing section and the inner wing section (1) along the spanwise wing tip direction, and the outer wing section foldable section (4) can be folded upwards by 60-90 degrees around the outer wing section rotating shaft (3).
8. The wide-speed-range pneumatic stability control characteristic structure of the flying wing layout according to claim 7, wherein in a low-speed take-off and landing state, the foldable section (4) of the outer wing section is horizontal, the wing tip is in the horizontal position, and the wing area is the largest at the time; in a high subsonic speed cruising state, the foldable section (4) of the outer wing section is horizontal, the wing tip is kept horizontal, the high-speed cruising wing has a large aspect ratio and a small equivalent sweepback angle, can efficiently cruise with a cruising lift-drag ratio larger than 13, and the maximum range can reach 6000 KM; in the supersonic cruise state, the foldable section (4) of the outer wing section is upwards folded by 60 degrees to 90 degrees, the wing area is reduced, the equivalent sweepback angle is increased, the aspect ratio is reduced, the supersonic cruise resistance is reduced, the design lift coefficient is matched with the optimal lift-drag ratio point of the supersonic cruise, and the supersonic cruise can be realized by the lift-drag ratio larger than 6.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114889804A (en) * | 2022-04-19 | 2022-08-12 | 清华大学 | Variant flying-wing aircraft |
| CN115571323A (en) * | 2022-12-08 | 2023-01-06 | 中国空气动力研究与发展中心计算空气动力研究所 | Flat fusion body overall arrangement aircraft of subsonic speed |
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| CN102826216A (en) * | 2012-09-11 | 2012-12-19 | 江西洪都航空工业集团有限责任公司 | Aerodynamic configuration of aircraft |
| CN108995803A (en) * | 2018-06-08 | 2018-12-14 | 中国商用飞机有限责任公司北京民用飞机技术研究中心 | A kind of folding Waverider aerodynamic arrangement of supersonic airliner |
| CN109250105A (en) * | 2018-09-25 | 2019-01-22 | 成都飞机工业（集团）有限责任公司 | A kind of variable configuration supersonic speed flying wing layout plane and its flying method |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN102826216A (en) * | 2012-09-11 | 2012-12-19 | 江西洪都航空工业集团有限责任公司 | Aerodynamic configuration of aircraft |
| CN108995803A (en) * | 2018-06-08 | 2018-12-14 | 中国商用飞机有限责任公司北京民用飞机技术研究中心 | A kind of folding Waverider aerodynamic arrangement of supersonic airliner |
| CN109250105A (en) * | 2018-09-25 | 2019-01-22 | 成都飞机工业（集团）有限责任公司 | A kind of variable configuration supersonic speed flying wing layout plane and its flying method |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114889804A (en) * | 2022-04-19 | 2022-08-12 | 清华大学 | Variant flying-wing aircraft |
| CN115571323A (en) * | 2022-12-08 | 2023-01-06 | 中国空气动力研究与发展中心计算空气动力研究所 | Flat fusion body overall arrangement aircraft of subsonic speed |
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