CN112896539A - Ground assisted take-off runway and method for wheel type horizontal take-off and landing carrier - Google Patents
Ground assisted take-off runway and method for wheel type horizontal take-off and landing carrier Download PDFInfo
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Abstract
The invention provides a ground assisted take-off runway and a method for a wheel type horizontal take-off and landing carrier, the runway comprises an apron, a potential energy conversion section, a horizontal accelerated take-off section and an emergency braking section which are sequentially connected, the apron is arranged at the upper part of the horizontal accelerated take-off section, a set height difference is formed between the apron and the horizontal accelerated take-off section, the potential energy conversion section and the horizontal accelerated take-off section are arranged at an included angle, the potential energy conversion section comprises a first turning section, an inclined downward sliding section and a second turning section which are sequentially connected, the first turning section is respectively and smoothly connected with the apron and the inclined downward sliding section, the second turning section is respectively and smoothly connected with the inclined downward sliding section and the horizontal accelerated take-off section, and the turning radius R of the first turning section is1According to
Obtaining the turning radius R of the second turning section2According to
And (6) obtaining. By applying the technical scheme of the invention, the technical problem of sharp contradiction between the structural mass ratio of the repeatedly-used horizontal take-off and landing air-to-and-return carrier and the mass ratio of the propellant in the prior art is solved.
Description
Technical Field
The invention relates to the technical field of aerospace delivery, in particular to a ground assisted take-off runway for a wheel type horizontal take-off and landing carrier.
Background
Currently, aerospace vehicles are developing in the direction of low cost, high reliability and rapid launching, aerospace vehicles are also developing from disposable use to partial reuse, partial reuse to complete reuse, and aerospace launching methods are transitioning from vertical launching to horizontal launching. Compared with a rocket engine, the air-breathing combined power (without carrying an oxidant or carrying a small amount of oxidant) can be combusted by utilizing oxygen in the atmosphere and fuel carried by the air-breathing combined power, and the specific impulse of the engine is greatly improved, so that compared with a carrier rocket, the mass ratio of the propellant (the mass ratio of the propellant to the initial takeoff mass of the carrier) of the combined power-propelled sky shuttle carrier can be greatly reduced, the mass ratio of the structure (the mass ratio of the structure to the initial takeoff mass of the carrier) is greatly increased, the structural strength of the carrier is greatly improved, and the horizontal take-off and reuse of the sky shuttle transport are possible. Researches show that the spacecraft can be repeatedly used for many times in a wheel type horizontal take-off and landing mode, and the launching cost of the spacecraft is expected to be reduced by one order of magnitude.
The combined power repeatedly-used aerospace shuttle carrier is a repeatedly-used aerospace transportation system which adopts air-breathing combined power and can freely shuttle in dense atmospheric layers, near spaces and orbital spaces, has the characteristics of horizontal take-off and landing, quick response, launching according to requirements, quick orbit entering, reusability and good economic performance, is an ideal aircraft for reducing aerospace transportation cost, improving safety and reliability and realizing quick space entering and exiting, is an important development direction of aerospace shuttle transportation systems, and plays an important role of a bridge in future aerospace transportation.
The aircraft structure mass ratio is statistical data and is also an important parameter for representing the strength of the structure of the airframe. Under the same design level, the higher the mass ratio of the aircraft structure is, the stronger the structural strength of the aircraft body is. For the space vehicle, the higher the structural mass ratio of the vehicle, the lower the propellant mass ratio, and when the propellant mass ratio is too small to meet the structural strength requirement of the aircraft body, the vehicle cannot complete the orbital flight, so that on the premise of meeting the requirements of the orbital mass, the orbital height and the structural strength, the lower the structural mass ratio of the vehicle, the higher the carrying efficiency and the lower the carrying cost of space launch.
Different from a path of a carrier rocket for realizing thrust transfer by means of axial extrusion of an rocket body, the wheel type horizontal take-off and landing aircraft and the aerospace shuttle carrier overcome the gravity of the aircraft by the lift force generated by wings, and the shear lift force is transferred to a fuselage by the wings, and the stress form and the transfer path put forward higher requirements on the structural strength of the aircraft body, for example, the structural mass of the carrier rocket is only 10 percent, and some carrier rockets are even lower; the structural mass ratio of the American F-22 fighter is 28 percent, and the structural mass ratios of the Boeing 787 and the airbus A380 are about 25 percent; in order to complete the in-orbit flight, the structural mass ratio of the combined power-propelled horizontal take-off and landing two-stage in-orbit aerospace shuttle carrier is only 22.4%, and meanwhile, the combined power-propelled horizontal take-off and landing two-stage in-orbit aerospace shuttle carrier also bears the severe pneumatic heating during hypersonic flight, so that the contradiction between the structural mass ratio and the energy requirement (propellant mass ratio) of the horizontal take-off and landing reusable aerospace shuttle carrier is extremely sharp, and the combined power-propelled horizontal take-off and landing two-stage in-orbit aerospace shuttle carrier is an important core key technology for restricting the development of the horizontal take. The structural mass ratio of the wheel type horizontal take-off and landing aerospace vehicle is shown in table 1.
TABLE 1 statistical table of structural mass ratio of wheel type horizontal take-off and landing aerospace vehicle
The sharp contradiction between the structural mass ratio and the propellant mass ratio of the horizontal take-off and landing air-ground shuttle carrier can be solved through the following three ways: firstly, a more advanced structure lightweight design and a lighter high-temperature resistant material are adopted, the structural mass ratio of the carrier is reduced, the mass ratio of the propellant is improved, but compared with the aircraft, the aircraft body structure of the horizontal take-off and landing air-to-and-fro carrier needs to be subjected to three severe tests of more severe ultrahigh-temperature pneumatic heating, super-normal space-time flight and repeated use, and the structural mass ratio of the aircraft is unlikely to be lower than that of the active aircraft; the overall performance of the carrier is improved, such as high lift-drag ratio aerodynamic performance, wide-range engine performance and the like; and thirdly, a ground auxiliary takeoff mode is developed aiming at the horizontal take-off and landing mode, initial energy in the takeoff stage of the carrier is injected in the ground auxiliary takeoff mode, the mass of the propellant saved in the takeoff stage is converted into the mass of the body structure, the ratio of the mass of the body structure of the carrier is improved, and the carrier can be moved to and fro in the horizontal take-off and landing sky more practically.
The pneumatic appearance design of the horizontal take-off and landing air-to-and-return carrier needs to give consideration to the low, sub, span, ultra and hypersonic pneumatic characteristics, generally adopts a large sweepback high-speed pneumatic appearance, therefore, the lift performance and the take-off performance of the engine at low speed are poor, the lift-off can be realized only by needing higher speed, and the specific impulse performance of the engine at the low speed section is lower, therefore, the propellant consumption of the ground running takeoff section is huge, for example, in order to realize the aerospace in-orbit flight, the mass ratio of one-level aircraft propellant of the two-level in-orbit aerospace shuttle carrier propelled by the RBCC combined power is 70%, the carrier starts running from the ground and takes off from the ground, the process needs to consume 5.07 percent of propellant mass (about 3.55 percent of the initial takeoff mass of a sub-class aircraft), and the low-speed takeoff characteristic of the shuttle vehicle in the horizontal take-off and landing air sky can be improved, so that the process has great help for improving the overall performance of the vehicle.
In order to improve the carrying efficiency, researchers provide various ground auxiliary takeoff modes. The ground rocket sled boosting takeoff mode is mainly propelled by a solid rocket engine, has high thrust and simple and convenient use and maintenance, has high cost-to-efficiency ratio, and is mainly applied to ground tests of nuclear weapons, hypersonic missiles, ejection seats and spacecraft escape towers; the hydraulic ejection auxiliary takeoff mode has small ejection energy and low takeoff speed, and is mainly applied to the ejection takeoff of the carrier-borne propeller aircraft during the second war; the landing-jump auxiliary takeoff mode is mainly applied to auxiliary takeoff of a carrier-based aircraft, is suitable for an aircraft with lower takeoff quality, and has much lower takeoff efficiency than steam catapulting; the steam catapult-assisted take-off mode is a current aircraft carrier large-scale/medium-scale carrier-based aircraft main flow catapult take-off mode, the technology is mature, but the catapult system is huge, the energy conversion utilization rate is low (only 6%), the catapult energy is limited, the ultra-large thrust catapult technology is difficult to break through, meanwhile, the catapult preparation period is long, the catapult take-off quality and take-off speed are limited, and the catapult thrust controllability is poor; although the magnetic suspension electromagnetic boosting assisted take-off mode has the characteristics of no friction, good acceleration and reusability, the energy instantaneous release power is extremely high, the infrastructure construction investment is huge, and the electromagnetic boosting components are numerous, so that the system reliability is low; in order to realize the dive accelerating takeoff mode of the airplane with short take-off and landing, a rail slideway is required to be matched with a guide groove of a pulley, the airplane and the pulley are required to be accelerated together along the slideway, and a stroke switch is required to control an electromagnetic motor to remove a sliding fixed restraint device when the tail end of the airplane is accelerated. Although the ground-assisted take-off mode can be adopted when the contradiction between the structural mass ratio and the propellant mass ratio of the wheel type horizontal take-off and landing repeatedly-used sky shuttle carrier is solved, the ground-assisted take-off mode has the defects of great technical defects and poor effect, so that the ground-assisted take-off mode is difficult to apply to the wheel type horizontal take-off and landing sky shuttle carrier with large initial take-off mass and high lift-off and take-off speed.
Disclosure of Invention
The invention provides a ground assisted take-off runway and a method for a wheel type horizontal take-off and landing carrier, which can solve the technical problem of sharp contradiction between the structural mass ratio and the propellant mass ratio of a repeatedly used horizontal take-off and landing sky shuttle carrier in the prior art.
According to one aspect of the invention, the ground assisted take-off runway for the wheeled horizontal take-off and landing carrier comprises an apron, a potential energy conversion section, a horizontal accelerated take-off section and an emergency braking section which are sequentially connected, wherein the apron is arranged at the upper part of the horizontal accelerated take-off section and has a set height difference with the horizontal accelerated take-off section, and the potential energy conversion section and the water are arrangedThe horizontal accelerated takeoff section is arranged at an included angle, the potential energy conversion section comprises a first turning section, an inclined downward sliding section and a second turning section which are sequentially connected, the first turning section is respectively and smoothly connected with the parking apron and the inclined downward sliding section, the second turning section is respectively and smoothly connected with the inclined downward sliding section and the horizontal accelerated takeoff section, and the turning radius R of the first turning section1According to
Obtaining a, wherein a is the axial distance between a front wheel and a rear wheel of the carrier, and b is the minimum distance between the lowest point of the belly of the carrier and the ground; wherein, in the initial state, the wheel type horizontal take-off and landing carrier is positioned on the parking apron; after receiving a takeoff instruction, the wheel type horizontal take-off and landing carrier does not slide to the horizontal accelerated takeoff section along the first turning section, the inclined downslide section and the second turning section in sequence in an unpowered way; after the carrier slides down to a horizontal runway in an accelerating mode, the combined engine is ignited, the carrier continues to accelerate by means of the thrust of the engine, and when the carrier reaches the takeoff speed, the carrier is pulled up and flies to a safe height to complete the potential energy conversion auxiliary takeoff process; when the vehicle needs to be stopped emergently, the vehicle can slide to an emergency braking section to brake.
Further, the turning radius R of the second turning section2According to
And obtaining, wherein eta is the conversion efficiency from potential energy to kinetic energy, h is the height difference between the apron and the horizontal accelerated takeoff section, and n is the maximum allowable overload of the normal direction of the carrier.
Furthermore, an included angle theta between the inclined downslide section and the horizontal acceleration takeoff section and the conversion efficiency eta of the aerodynamic shape of the carrier and potential energy to kinetic energy are related, and the specific eta value can be determined according to a running test.
Further, the height difference h between the apron and the horizontal accelerated takeoff segment is selected according to the liftoff takeoff speed of the carrier.
Further, the length of the emergency braking section is selected to meet the requirement of the emergency braking length of the carrier after the carrier reaches the maximum takeoff speed.
According to the invention, the wheel type horizontal take-off and landing ground-assisted take-off method utilizing potential energy conversion is provided, and the wheel type horizontal take-off and landing ground-assisted take-off method utilizing potential energy conversion uses the ground-assisted take-off runway.
Further, the wheel type horizontal take-off and landing ground assisted take-off method comprises the following steps: in an initial state, the wheel type horizontal take-off and landing carrier is positioned on the parking apron; after receiving a takeoff instruction, the wheel type horizontal take-off and landing carrier does not slide to the horizontal accelerated takeoff section along the first turning section, the inclined downslide section and the second turning section in sequence in an unpowered way; after the carrier slides down to a horizontal runway in an accelerating mode, the combined engine is ignited, the carrier continues to accelerate by means of the thrust of the engine, and when the carrier reaches the takeoff speed, the carrier is pulled up and flies to a safe height to complete the potential energy conversion auxiliary takeoff process.
The ground assisted take-off runway has the advantages of simple structure, high reliability, no need of additional auxiliary energy, high energy conversion utilization rate, great reduction of the difficulty in developing the horizontal take-off and landing air-borne carrier, and improvement of the realizability of the future horizontal take-off and landing air-borne aircrafts. Compared with the prior art, the ground assisted take-off runway for the wheel type horizontal take-off and landing carrier provided by the invention has the advantages that the runway structure and the turning section are designed, when the ground assisted take-off is carried out on the wheel type horizontal take-off and landing carrier, a pulley is not needed, and the carrier can finish assisted take-off by running on the ground assisted take-off runway, so that the structural complexity is greatly reduced, the difficulty in developing the horizontal take-off and landing carrier to and fro on an air sky is reduced, and the realizability of the future horizontal take-off and landing air-breathing type air-borne aircraft is improved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the embodiments of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention. It is obvious that the drawings in the following description are only some embodiments of the invention, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.
Figure 1 shows a schematic view of a ground assisted take-off runway for a wheeled horizontal take-off and landing vehicle provided in accordance with a specific embodiment of the present invention;
figure 2 shows a schematic view of a wheeled horizontal take-off and landing vehicle provided according to a specific embodiment of the invention;
fig. 3 is a schematic diagram illustrating preliminary ground assisted take-off runway launch site size calculations for a wheeled horizontal take-off and landing vehicle according to an embodiment of the present invention.
Detailed Description
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.
The relative arrangement of the components and steps, the numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.
As shown in fig. 1 to 3, according to an embodiment of the present invention, a ground assisted take-off runway for a wheeled horizontal takeoff and landing vehicle is provided, the ground assisted take-off runway includes an apron, a potential energy conversion section, a horizontal accelerated take-off section and an emergency braking section, which are sequentially connected, the apron is disposed on an upper portion of the horizontal accelerated take-off section and has a set height difference with the horizontal accelerated take-off section, the potential energy conversion section is disposed at an angle with the horizontal accelerated take-off section, the potential energy conversion section includes a first turning section, an inclined downward sliding section and a second turning section, which are sequentially connected, the first turning section is respectively and smoothly connected with the apron and the inclined downward sliding section, the second turning section is respectively and smoothly connected with the inclined downward sliding section and the horizontal accelerated take-off section, and a turning radius R of the first turning section is1According to
Obtaining a, wherein a is the axial distance between a front wheel and a rear wheel of the carrier, and b is the minimum distance between the lowest point of the belly of the carrier and the ground; wherein, in the initial state, the wheel type horizontal take-off and landing carrier is positioned on the parking apron; after receiving a takeoff instruction, the wheel type horizontal take-off and landing carrier does not slide to the horizontal accelerated takeoff section along the first turning section, the inclined downslide section and the second turning section in sequence in an unpowered way; after the combined engine is accelerated to slide down to a horizontal runway, the combined engine is ignited and operatedThe carrier continues to accelerate by means of the thrust of the engine, and when the carrier reaches the takeoff speed, the carrier is pulled up and flies to a safe height to complete the potential energy conversion auxiliary takeoff process; when the vehicle needs to be stopped emergently, the vehicle can slide to an emergency braking section to brake.
By applying the configuration mode, the ground assisted take-off runway for the wheel type horizontal take-off and landing carrier is provided, the ground assisted take-off runway utilizes potential energy conversion to solve the sharp contradiction between the structural mass ratio and the propellant mass ratio of the repeatedly used horizontal take-off and landing air-shuttle carrier, the ground assisted take-off runway has a simple structure, high reliability, no need of additional auxiliary energy and high energy conversion utilization rate, can greatly reduce the development difficulty of the horizontal take-off and landing air-breathing air-borne spacecraft, and improves the realizability of the future horizontal take-off and landing air-borne spacecraft. Compared with the prior art, the ground assisted take-off runway for the wheel type horizontal take-off and landing carrier provided by the invention has the advantages that the runway structure and the turning section are designed, when the ground assisted take-off is carried out on the wheel type horizontal take-off and landing carrier, a pulley is not needed, and the carrier can finish assisted take-off by running on the ground assisted take-off runway, so that the structural complexity is greatly reduced, the difficulty in developing the horizontal take-off and landing carrier to and fro on an air sky is reduced, and the realizability of the future horizontal take-off and landing air-breathing type air-borne aircraft is improved.
In the invention, in order to solve the sharp contradiction between the structural mass ratio and the propellant mass ratio of the repeatedly used horizontal take-off and landing sky shuttle carrier, the technical scheme adopted by the invention is shown in figure 1, the launch front wheel type horizontal take-off and landing sky shuttle carrier is positioned on a stopping terrace with a certain altitude difference, the carrier is pulled to a first turning section after being prepared, then the carrier is released according to a launch window, the carrier is accelerated and glided downwards on an inclined potential energy conversion section by relying on gravity component without power, after the accelerated gliding is carried out to a horizontal acceleration takeoff section, the combined engine is ignited, then the carrier is accelerated continuously by relying on the thrust of the engine, and when the takeoff speed is reached, the carrier is pulled and flies to a safe altitude to complete the potential energy conversion auxiliary takeoff process. When the carrier breaks down or receives an emergency command and needs to stop taking off, the carrier reaching the maximum taking off speed can be braked in an emergency braking section.
Further, in the invention, the height difference h between the apron and the horizontal acceleration takeoff section is selected according to the liftoff takeoff speed of the carrier. The height difference h between the parking apron and the horizontal accelerating takeoff section is required to meet the takeoff speed requirements of different wheeled horizontal take-off and landing air-borne vehicles (the air-borne vehicles have poor low-speed takeoff performance, the number of the general liftoff mach is about 0.25-0.4, and the corresponding liftoff takeoff speed is 85m/s-136 m/s), and meanwhile, the height difference h between the parking apron and the horizontal accelerating takeoff section is selected to ensure that the speed of various air-borne vehicles approaches to the liftoff takeoff speed when the air-borne vehicles reach the end point of the inclined downslide section. Under the condition that the end point of the carrier at the inclined gliding section is larger than the liftoff takeoff speed due to the overlarge height difference h between the apron and the horizontal accelerating takeoff section, a proper traction release point can be selected at the potential energy conversion section to enable the potential energy conversion section to meet the design requirements. And under the condition that the end point of the carrier in the potential energy conversion section is far lower than the liftoff takeoff speed due to the undersized height difference h between the apron and the horizontal accelerated takeoff section, the engine can be started in the potential energy conversion section, so that the design requirement is met. In order to ensure that the tail part of the carrier does not contact with the runway when the carrier is lifted off, the carrier is ensured to be positioned on the runway of the horizontal acceleration takeoff section when the carrier is lifted off the ground.
In addition, in the invention, the included angle theta between the inclined downward sliding section and the horizontal accelerating takeoff section and the conversion efficiency eta of the aerodynamic shape of the carrier and potential energy to kinetic energy are related, and the specific eta value can be determined according to a running test. Under the condition that the aerodynamic configuration of the carrier is determined, the larger the included angle theta between the inclined downslide section and the horizontal acceleration takeoff section is, the larger the downslide acceleration is, and the higher the efficiency eta of converting potential energy into kinetic energy is. The included angle theta between the inclined downslide section and the horizontal acceleration takeoff section is selected according to the requirements that the conversion efficiency of potential energy to kinetic energy is considered, and the carrier is dragged to an apron along a runway of the potential energy conversion section after returning to the field.
Further, the runway of the first turning section needs to smoothly connect the apron runway and the inclined downslide section runway, and the turning radius R is the same1The lowest point of the carrier belly should not come into contact with the first turnaround run during downhill sliding. As shown in FIG. 2, when the axial distance between the front wheel and the rear wheel of the vehicle is a and the minimum distance between the lowest point of the belly of the vehicle and the ground is b, R is determined from the above data1Has a value range of
Furthermore, the runway of the second turning section needs to be smoothly connected with the horizontal accelerating takeoff section runway and the inclined gliding section runway, and the turning radius R is the same2The centripetal acceleration generated by the vehicle is smaller than the maximum allowable overload n of the normal direction of the aircraft, and the value range can be calculated according to the following formula:
wherein eta is the conversion efficiency from potential energy to kinetic energy, h is the height difference between the apron and the horizontal accelerated takeoff section, and n is the maximum allowable overload of the normal direction of the carrier.
Further, in the present invention, the runway length L of the horizontal takeoff acceleration section3The aircraft is composed of two sections, namely an autonomous acceleration section depending on the thrust of an engine, and a carrier which continues to slide for 3 seconds after reaching the takeoff speed and then takes off from the ground.
Further, in the invention, the length of the emergency braking section is selected to meet the requirement of the emergency braking length of the carrier after the carrier reaches the maximum takeoff speed, and the specific length is related to the emergency braking speed and the acceleration of the carrier.
In addition, in the invention, after the flight mission is executed, the aerospace vehicle is landed in a return field, the landing direction of the return field is opposite to the takeoff direction, and the length L of the horizontal runway is4+L3The requirement of the length of the carrier for return deceleration sliding is met, and a certain margin is reserved.
According to another aspect of the invention, a potential energy conversion wheeled horizontal take-off and landing ground assisted take-off method is provided, and the potential energy conversion wheeled horizontal take-off and landing ground assisted take-off method uses the ground assisted take-off runway. The wheel type horizontal take-off and landing ground assisted take-off method comprises the following steps: in an initial state, the wheel type horizontal take-off and landing carrier is positioned on the parking apron; after receiving a takeoff instruction, the wheel type horizontal take-off and landing carrier does not slide to the horizontal accelerated takeoff section along the first turning section, the inclined downslide section and the second turning section in sequence in an unpowered way; after the carrier slides down to a horizontal runway in an accelerating mode, the combined engine is ignited, the carrier continues to accelerate by means of the thrust of the engine, and when the carrier reaches the takeoff speed, the carrier is pulled up and flies to a safe height to complete the potential energy conversion auxiliary takeoff process.
In the configuration mode, the ground assisted take-off method uses the ground assisted take-off runway, the ground assisted take-off method can solve the sharp contradiction between the structural mass ratio and the propellant mass ratio of the repeatedly used horizontal take-off and landing sky shuttle carrier by utilizing potential energy conversion, the ground assisted take-off method has high reliability, does not need additional auxiliary energy, has high energy conversion utilization rate, can greatly reduce the development difficulty of the horizontal take-off and landing sky shuttle carrier, and improves the realizability of the future horizontal take-off and landing air-breathing type sky aircraft.
For further understanding of the present invention, the ground assisted take-off runway and take-off method for a wheeled horizontal take-off and landing vehicle provided by the present invention will be described in detail below with reference to fig. 2 and 3.
As shown in fig. 3, as an application of the present invention, a potential energy conversion assisted takeoff scheme is calculated for an RBCC autonomous propulsion wheel type horizontal take-off and landing two-stage orbit air carrier (the propellant consumption of a sub-level aircraft occupies 3.55% of the initial takeoff mass of the sub-level aircraft from the ground running to the liftoff takeoff of the assembly), wherein the main parameters take the following values: the height difference h is 1000m, the inclination angle theta of the inclined downslide section is 30 degrees, the conversion rate eta of potential energy to kinetic energy is 0.5, and the acceleration a of the horizontal acceleration takeoff section10.5g (g is gravity acceleration and takes 9.8 m/s)2) Emergency braking acceleration a2G, return landing acceleration a3-0.4g, lift-off speed V of the vehicle1130m/s, return landing velocity V2117m/s, calculated from the above parameters: the speed of the carrier from the potential energy conversion section to the horizontal section is 99m/s, the propellant consumption accounts for 1.49 percent of the initial takeoff mass of a sub-aircraft in the horizontal acceleration takeoff section, and the runway length L in the horizontal acceleration section31115m, track length L of maximum speed emergency braking section4863m, the return landing running distance is 1746m, and the relative distance is L4+L3The length of the horizontal runway and the length of the runway left for 232m for the return landing.
As an application of the invention, when the axial distance a between the front wheel and the rear wheel of the air-to-air shuttle carrier is 18.5m, and the minimum distance b between the lowest point of the abdomen and the ground is 2.5m, the radius R of the first turning section is calculated1Should be not less than 18.4m, and the actual value R is obtained according to the connection effect of the apron runway and the inclined downslide section runway1800 m; when the maximum allowable overload n of the carrier in the normal direction is 8 in the second turning section, the radius R of the second turning section is calculated2Should be not less than 125m, and according to the connection effect of the horizontal acceleration takeoff section runway and the inclined downslide section runway, actually taking value R22000m, the runway length L of the potential energy conversion section2＝2483m。
Value of apron length L1And when the total length L of the whole potential energy conversion auxiliary takeoff runway is 200m, the total length L of the potential energy conversion auxiliary takeoff runway is 4661m, wherein the length L of the potential energy conversion section runway is22483m, horizontal acceleration section track length L31115m, track length L of maximum speed emergency braking section4＝863m。
From the results, in the process of potential energy conversion auxiliary takeoff, the initial takeoff mass can be saved by 2.06% in a relatively complete autonomous power takeoff mode, if the mass ratio of the propellant is converted into the mass ratio of the structure, the sharp contradiction between the mass ratio of the structure and the mass ratio of the propellant is greatly solved, and meanwhile, the structural strength of the carrier is greatly improved, so that the difficulty in developing the carrier to and from the horizontal take-off and landing sky is greatly reduced, and the realizability of the future horizontal take-off and landing air-breathing type space aircraft is improved.
The potential energy conversion auxiliary takeoff method based on the reusable aerospace shuttle vehicle wheel type horizontal take-off and landing specifically comprises the following steps.
The launching front wheel type horizontal take-off and landing sky shuttle carrier is positioned on a parking apron with a certain altitude difference, the carrier is pulled to a first turning section after being prepared, then the carrier is released according to a launching window, the carrier is accelerated and glides downwards on a slope in an unpowered way by means of gravity components, after the carrier is accelerated and glides to a horizontal accelerated take-off section, the combined engine is ignited, then the carrier is accelerated continuously by means of the thrust of the engine, and when the take-off speed is reached, the carrier is pulled up and flies to a safe height to complete the potential energy conversion auxiliary take-off process.
After the flight mission is executed, the carrier is shuttled to the sky to return to the field for landing, and the direction of the return to the field is opposite to the direction of takeoff. The carrier returns to the ground and lands on the horizontal accelerated takeoff section, and braking measures are taken to complete the deceleration shutdown process on the horizontal runway; the vehicle is then towed by the ground facility along the potential energy conversion section runway to the tarmac and is ready to perform the next launch mission after necessary maintenance and pre-launch preparation.
In summary, the ground assisted take-off runway and take-off method for the wheeled horizontal take-off and landing carrier provided by the invention have the following advantages compared with the prior art.
(1) Aiming at the sharp contradiction between the structural mass ratio and the propellant mass ratio of the repeatedly used horizontal take-off and landing air-to-and-fro carrier, the potential energy conversion ground assisted take-off scheme can convert the mass of the propellant saved in the take-off stage into the body structural mass, improve the body structural mass ratio of the carrier and further improve the structural strength and the comprehensive performance of the carrier; through designing runway structure and turn section, when wheel type horizontal take-off and landing carrier carries out ground assisted take-off, need not with the help of the coaster, the carrier can accomplish assisted take-off through moving on the ground assisted take-off runway, and this kind of mode has reduced the complexity of structure by a wide margin, has reduced the development degree of difficulty that horizontal take-off and landing sky came and came the carrier, promotes the realizability of following horizontal take-off and landing air-breathing type aerospace plane.
(2) Aiming at the core key technology of repeatedly using the sky shuttle carrier in wheel type horizontal take-off and landing, partial initial energy of the carrier in the take-off stage is provided by converting potential energy into a ground auxiliary take-off mode, so that the defect of the wide-area high-speed aerodynamic appearance low-speed take-off performance can be made up, and the take-off performance of the sky shuttle carrier is improved.
(3) With the development of scientific technology, after the aerospace vehicle taking off by means of the main power wheel type is transported to and fro in the aerospace, the mass of the saved propellant can be converted into the effective load with certain mass by adopting the potential energy conversion ground assisted take-off method, so that the carrying efficiency of the vehicle can be improved, and the carrying cost of space launch can be greatly reduced.
(4) The ground assisted take-off scheme utilizing potential energy conversion has the advantages of simple ground take-off and landing facilities, high safety and reliability, no need of additional auxiliary energy, high potential energy conversion utilization rate, cleanness, environmental protection and wide application prospect.
Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
It should be noted that the terms "first", "second", and the like are used to define the components, and are only used for convenience of distinguishing the corresponding components, and the terms have no special meanings unless otherwise stated, and therefore, the scope of the present invention should not be construed as being limited.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (7)
1. The ground assisted take-off runway for the wheeled horizontal take-off and landing carrier is characterized by comprising an apron, a potential energy conversion section, a horizontal accelerated take-off section and an emergency braking section which are sequentially connected, wherein the apron is arranged at the upper part of the horizontal accelerated take-off section, a set height difference is formed between the apron and the horizontal accelerated take-off section, the potential energy conversion section and the horizontal accelerated take-off section are arranged at an included angle, the potential energy conversion section comprises a first turning section, an inclined downward sliding section and a second turning section which are sequentially connected, the first turning section is respectively and smoothly connected with the apron and the inclined downward sliding section, the second turning section is respectively and smoothly connected with the inclined downward sliding section and the horizontal accelerated take-off section, and the turning radius R of the first turning section is1According to
Obtaining a, wherein a is the axial distance between a front wheel and a rear wheel of the carrier, and b is the minimum distance between the lowest point of the belly of the carrier and the ground;
wherein, in an initial state, the wheeled horizontal take-off and landing carrier is positioned on the parking apron; after receiving a takeoff instruction, the wheel type horizontal take-off and landing carrier does not slide to the horizontal accelerated takeoff section along the first turning section, the inclined downslide section and the second turning section in sequence in an unpowered way; after the carrier slides down to a horizontal runway in an accelerating mode, the combined engine is ignited, the carrier continues to accelerate by means of the thrust of the engine, and when the carrier reaches the takeoff speed, the carrier is pulled up and flies to a safe height to complete the potential energy conversion auxiliary takeoff process; when the vehicle needs to be stopped emergently, the vehicle can slide to the emergency braking section to brake.
2. Use according to claim 1 forThe ground assisted take-off runway of the wheeled horizontal take-off and landing carrier is characterized in that the turning radius R of the second turning section2According to
And acquiring, wherein eta is the conversion efficiency from potential energy to kinetic energy, h is the height difference between the apron and the horizontal accelerated takeoff section, and n is the maximum allowable overload of the normal direction of the carrier.
3. The ground assisted take-off runway for a wheeled horizontal take-off and landing aircraft as defined in claim 1, wherein the included angle θ between the inclined downslide section and the horizontal accelerated take-off section, the aerodynamic profile of the vehicle and the efficiency η of conversion of potential energy to kinetic energy are related, and the specific value of η is determined according to a running test.
4. The ground-assisted take-off runway for a wheeled horizontal take-off and landing vehicle of any of claims 1 to 3, characterized in that the height difference h between the apron and the horizontal take-off section is selected according to the ground-off take-off speed of the vehicle.
5. The ground-assisted take-off runway for a wheeled horizontal take-off and landing vehicle of claim 4, wherein the length of the emergency braking section is selected to meet the emergency braking length of the vehicle after reaching a maximum take-off speed.
6. The potential energy conversion-based wheeled horizontal take-off and landing ground assisted take-off method is characterized in that the ground assisted take-off runway as claimed in any one of claims 1 to 5 is used.
7. The wheel type horizontal take-off and landing ground assisted take-off method utilizing potential energy conversion as claimed in claim 6, wherein the wheel type horizontal take-off and landing ground assisted take-off method comprises:
in an initial state, the wheel type horizontal take-off and landing carrier is positioned on the parking apron;
after receiving a takeoff instruction, the wheel type horizontal take-off and landing carrier does not slide to the horizontal accelerated takeoff section along the first turning section, the inclined downslide section and the second turning section in sequence in an unpowered way;
after the aircraft slides down to a horizontal runway in an accelerating mode, the combined engine is ignited, the carrier continues to accelerate by means of the thrust of the engine, and when the takeoff speed is reached, the aircraft is pulled up and flies to a safe height to complete the potential energy conversion auxiliary takeoff process.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115292557A (en) * | 2022-07-29 | 2022-11-04 | 深圳微品致远信息科技有限公司 | Estimation method and device for running takeoff, computer equipment and storage medium |
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| CN115292557A (en) * | 2022-07-29 | 2022-11-04 | 深圳微品致远信息科技有限公司 | Estimation method and device for running takeoff, computer equipment and storage medium |
| CN115292557B (en) * | 2022-07-29 | 2023-08-25 | 深圳微品致远信息科技有限公司 | Calculation method and device for running and taking off, computer equipment and storage medium |
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| CN112896539B (en) | 2023-01-10 |
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