Study on lateral-directional stability of a practical high lift-to-drag ratio hypersonic vehicle with momentum lift augmentation
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摘要:
考虑高超声速飞行器装填、防热及操稳等多约束条件下的实用化设计需求，提出一种新型下反式高升阻比滑翔飞行器气动布局。借鉴乘波体飞行器的高升力设计方法及动量增升原理，该新型飞行器采用下反式后掠翼构型，上表面为光滑倒圆“Λ”形设计，下表面为内凹的装填空间，为尽可能避免长时间超远距离高超声速飞行带来的防热负担，采用后缘体襟翼及体侧扩张方向舵面设计。采用数值计算方法对所提布局思路进行验证分析，计算结果表明：在飞行高度为40 km，
Ma =10的条件下升阻比可以达到4.48左右，在一定迎角范围内均具备很高的气动效率，验证了所提布局的有效性。同时重点针对所提布局共性的横航向稳定性问题基于数值模拟方法探讨了3种不同优化改进方案的效果及可行性，并采用风洞试验对两侧翼梢V尾的控制方案进行横航向稳定性控制效果的试验验证，结果表明：采用两侧翼梢V尾的控制方案是实现横航向稳定性控制的较优方案。Abstract:A new aerodynamic configuration concept for a hypersonic vehicle with a high lift-to-drag ratio is proposed to satisfy the constantly increasing practicability multi-constraints of high volumetric efficiency, control and stability, and acceptable thermal protection. The design principles of this practical configuration is inspired by the wave-rider design idea and momentum principle which incorporates inverted dihedral with an aft-sweeping wing, caret upper surface, and con-cavity lower surface are elaborated. A trailing edge flap and a body-fitted expansion rudder were used in place of the standard control surface's leading edge to prevent excessive heat flow during the prolonged hypersonic flight. The aerodynamic characteristics of this new configuration were obtained and discussed by applying numerical simulation with Navier-Stokes equations and wind tunnel test. The results show that the delta wing with a caret upper surface and concavity bottom surface can generate highly compressed air beneath the vehicle and reduce the loss of lifting pressure. The maximum lift-to-drag ratio achieves nearly 4.48 at
Ma =10 and 40Km altitude and maintains well at a wide range of angles of attack. At the same time, the effects and feasibility of three different optimization schemes are discussed based on the numerical simulation method, aiming at the common lateral and directional stability problem of the proposed configuration, and the wind tunnel test is used to verify the lateral and directional stability control effect of the scheme with two V winglets.The results show that the control scheme with two V winglets is the better scheme to realize the lateral and directional stability. -
图 13 初始方案不同马赫数下升阻比特性
Figure 13. Characteristics of lift to drag ratio at different Mach numbers of initial scheme
图 14 Ma=10时不同横截面的流场压力系数分布
Figure 14. Contour cloud of pressure coefficient distribution under mach number Ma=10
图 15 初始构型横航向特性曲线（Ma=10，He=40 km）
Figure 15. Initial configuration of lateral-directional aerodynamic characteristics curve (Ma=10，He=40 km)
图 18 头部锥段上下偏心方案
Figure 18. Eccentric scheme for the upper and lower part of the head taper section
图 20 垂直安定面方案横航向稳定性与原始外形特性对比（Ma=10.0）
Figure 20. Comparison of lateral-directional aerodynamic characteristics curve for vertical stabilized surface scheme and original scheme (Ma=10.0)
图 21 头部锥段上下偏心方案横航向特性曲线对比（Ma=10.0）
Figure 21. Comparison of lateral-directional aerodynamic characteristics of upper and lower eccentric scheme (Ma=10.0)
图 22 头部锥段上偏心方案流场特性（Ma=10，α=5°，β=5°）
Figure 22. Flow field characteristic of upper eccentric scheme of head taper（Ma=10，α=5°，β=5°）
图 23 头部锥段下偏心方案流场特性（Ma=10，β=5°）
Figure 23. Flow field characteristic of upper and lower eccentric scheme of head taper（Ma=10，β=5°）
图 24 翼梢V尾外形横航向特性曲线
Figure 24. Lateral-directional aerodynamic characteristic curves of winglet V-tail outline
图 27 飞行器最终舵面设计及布局方案
Figure 27. Final rudder surface design and configuration scheme of air vehicle
图 28 采用翼梢V尾的飞行器升阻比特性
Figure 28. Lift-to-drag ratio characteristics of aircraft with V winglet
图 30 风洞试验与本文数值计算横航向特性
Figure 30. Lateral-directional aerodynamic characteristics of wind tunnel data and numerical cauculation
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