Fig.1

Mission profile of cross-speed-range morphing glide vehicle

Fig.2

Typical in-plane morphing configuration layout

Fig.3

Schematic diagram of configuration switching for cross-speed-range morphing gliding vehicle

Table 1

Constraints during flight processes of different configurations

Fig.4

Multi-stage reentry flight corridor （linear velocity axis）

Fig.5

Multi-stage reentry flight corridor （logarithmic velocity axis）

Fig.6

Average speed range during configuration switching intervals in reentry process

Fig.7

Aerodynamic forces on all components of aircraft in subsonic conditions （Ma=0.3）

Fig.8

Parametrization method for fuselage tail fairing

Fig.9

Optimization process of telescopic wing

Fig.10

Two-stage optimization results of morphing wing

Fig.11

Comparison between original and optimized configurations

Fig.12

Flow field contour of waverider configuration

Fig.13

Longitudinal aerodynamic performance of waverider configuration

Fig.14

Wide-speed-range aerodynamic performance of waverider configuration

Fig.15

Flow field contour of low-aspect-ratio configuration

Fig.16

Longitudinal aerodynamic performance of low-aspect-ratio configuration

Fig.17

Drag coefficient contributions of components for low-aspect-ratio configuration

Fig.18

Flow field contour of high-aspect-ratio configuration

Fig.19

Longitudinal aerodynamic performance of high-aspect-ratio configuration

Fig.20

Drag coefficient contributions of components for high-aspect-ratio configuration

Fig.21

Rudder configuration scheme of waverider-integrated morphing wing layout

Fig.22

Pitching moment coefficient curves for three typical configurations

Fig.23

Solution process for vehicle reachable mission area

Table 2

Initial reentry conditions and reentry boundary constraints

Table 3

Control constraints during reentry process

Fig.24

hp-RPM algorithm flowchart

Fig.25

Comparison of original and optimized reachable domains （waverider reentry phase）

Fig.26

Reentry reachable domain and surveillance domain calculation results

Fig.27

Glide altitude-time curves for vehicles with different total weights （second handover altitude is 10 km）

Table 4

Glide time and terminal longitude corresponding to different total weights （second handover altitude is 10 km）

Fig.28

Glide altitude-time curves for vehicles with different total weights （no altitude constraint at the second handover point）

Table 5

Glide time and terminal longitude corresponding to different total weights （no altitude constraint at the second handover point）