考虑升力匹配的高超飞行器气动布局优化设计

doi:10.7527/S1000-6893.2025.32064

Abstract

Abstract:

Wide-speed-range aerodynamic design remains one of the critical bottlenecks in the development of horizontal takeoff and landing aerospace planes. These vehicles operate across an exceptionally broad flight envelope， encountering significant variations in both dynamic pressure and atmospheric conditions. The disparity in required lift across low-speed and high-speed regimes leads to conflicting demands on the lifting surface sizing， introducing considerable challenges in achieving an aerodynamically balanced configuration throughout the entire mission profile. Specifically， satisfying the lift requirements for low-speed takeoff typically results in excessive lifting surface area under high-speed conditions， causing a marked deviation from the optimal lift-to-drag ratio and limiting the vehicle’s aerodynamic efficiency. To address this challenge， we first analyze the lift matching requirements associated with wide-speed-range operations of horizontal takeoff aerospace planes. A global aerodynamic optimization framework is then developed， explicitly incorporating lift matching constraints into the configuration design process. The proposed methodology is applied to the wing planform and airfoil shape optimization of the Sanger aerospace plane carrier aircraft. Under the constraint of meeting low-speed takeoff lift requirements， the optimized wing achieves an improvement of 20.00% in the available lift-to-drag ratio under supersonic conditions and 8.12% under hypersonic conditions， effectively mitigating the aerodynamic efficiency degradation at high speeds. Finally， the optimization framework is extended to account for fuselage-wing aerodynamic interference effects， and its applicability to full-vehicle configuration aerodynamic optimization is demonstrated.

Key words: aerospace plane, wide-speed-range, lift matching, wing, aerodynamic design

CLC Number:

V211.3

Yang ZHANG, Zhonghua HAN, Keshi ZHANG, Ke SONG, Wenping SONG. Aerodynamic design optimization of hypersonic vehicles considering lift matching[J]. Acta Aeronautica et Astronautica Sinica, 2026, 47(1): 632064.

Figures/Tables 42

Fig.1

Fig.2

Table 1

Comparison of CFD computed values and test data of DLR-F6 body-wing configuration

方法	迎角 $α / (°)$	阻力系数 $C D$	俯仰力矩系数 $C m$
试验	0.520	0.029 5	-0.121 1
仿真	0.417	0.029 8	-0.118 0

Table 1

Fig.3

Fig.4

Fig.5

Fig.6

Fig.7

Fig.8

Fig. 9

Fig.10

Fig.11

Fig.12

Table 2

Fig.13

Table 3

Fig.14

Table 4

Table 5

Mathematical model for wing planform shape optimization

目标/约束	函数	描述
Minimize	$M i n : ω 1 D w, M a = 2.0 / D w 0, M a = 2.0 + ω 2 D w, M a = 6.0 / D w 0, M a = 6.0$	目标：最小化超声速和高超声速状态的阻力
Subject to	$L w, M a = 0.3 ≥ L 0$	约束1：典型起飞状态升力不小于所需升力
	$L w, M a = 2.0 = L s u p e r$	约束2：超声速升/重匹配
	$L w, M a = 6.0 = L h y p e r$	约束3：高超声速升/重匹配

Table 5

Fig. 15

Table 6

Fig. 16

Table 7

Fig.17

Table 8

Fig.18

Fig.19

Fig.20

Table 9

Mathematical model for wing profile design optimization

目标/约束	函数	描述
Minimize	$M i n : ω 1 D w, M a = 2.0 / D w 0, M a = 2.0 + ω 2 D w, M a = 6.0 / D w 0, M a = 6.0$	目标：最小化超声速和高超声速状态的阻力
Subject to	$L w, M a = 0.3 ≥ L t a k e - o f f$	约束1：典型起飞状态升力不小于所需升力
	$L w, M a = 2.0 = L d e s i g n, s u p e r$	约束2：超声速升/重匹配
	$L w, M a = 6.0 = L d e s i g n, h y p e r$	约束3：高超声速升/重匹配
	$S r o o t ≥ 0.9 S 0, S k i n k ≥ 0.9 S 0, S t i p ≥ 0.9 S 0$	面积约束4~6：各剖面的面积减小不超过10%
	$t r o o t ≥ 0.99 t 0, t k i n k ≥ 0.99 t 0, t t i p ≥ 0.99 t 0$	厚度约束7~9：各剖面厚度不减小
	$R r o o t ≥ R 0, R k i n k ≥ R 0, R t i p ≥ R 0$	前缘半径约束10~12：各剖面前缘半径不减小

Table 9

Fig.21

Fig.22

Table 10

Fig.23

Fig.24

Table 11

Fig.25

Table 12

Table 13

Mathematical model for wing planform design optimization of full-scale vehicle configuration

目标/约束	函数	描述
Minimize	$M i n : ω 1 D M a = 2.0 / D 0, M a = 2.0 + ω 2 D M a = 6.0 / D 0, M a = 6.0$	目标：最小化超/高超声速状态的阻力
Subject to	$L M a = 0.3 ≥ W s u b$	约束1：典型起飞状态升力不小于所需升力
	$L M a = 0.8 = W t r a n$	约束2：跨声速升/重匹配
	$L M a = 2.0 = W s u p e r$	约束3：超声速升/重匹配
	$L M a = 6.0 = W h y p e r$	约束4：高超声速升/重匹配
	$(L / D) M a = 6.0 ≥ (L / D) 0, M a = 6.0$	约束5：高超声速升阻比不小于基准
	$(L / D) M a = 0.8 ≥ 0.95 (L / D) 0, M a = 0.8$	约束6：跨声速升阻比不小于基准的95%

Table 13

Fig.26

Table 14

Fig.27

Table 15

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平面外形参数	取值
内翼根弦长/m	50
内翼前缘后掠角/（°）	83
外翼前缘后掠角/（°）	67
后缘前掠角/（°）	5
内翼展长/m	3.31
外翼展长/m	8.09

马赫数	高度/km	升力/t
0.3	0	64.3
2.0	10	54.6
6.0	25	45.0

马赫数	最大升阻比状态		升/重匹配状态
马赫数	升力/t	升阻比	升力/t	升阻比
2.0	192.2	8.31	54.6	4.45
6.0	70.3	7.20	45.0	6.65

网格	C_L	C_D	C_D 相对细网格误差/%
粗	0.450 0	0.075 40	0.71
中	0.448 4	0.074 99	0.16
细	0.447 9	0.074 87

参数	基准机翼	Opt-1机翼
机翼面积/m²	224.56	136.68
内翼前缘后掠角/（°）	83.0	68.1
外翼前缘后掠角/（°）	67.0	43.8
翼根弦长/m	50	20.67
Kink处弦长/m	22.75	8.23
翼尖处弦长/m	3.00	4.12
内翼后缘前掠角/（°）	5	-17.7
外翼后缘前掠角/（°）	5	-25.6

Aerodynamic design optimization of hypersonic vehicles considering lift matching

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参数	机翼	Ma=0.3， H=0 km， α=10°	Ma=2.0， H=10 km	Ma=6.0， H=25 km
升力/t	基准	64.30	54.60	45.00
升力/t	Opt-1	64.16	54.60	45.00
升力相对变化/%		-0.19	0	0
阻力/t	基准	10.75	12.27	6.67
阻力/t	Opt-1	10.15	10.88	6.61
阻力相对变化/%		-5.58	-11.33	-2.36
升阻比	基准	5.98	4.45	6.65
升阻比	Opt-1	6.32	5.02	6.81
升阻比相对变化/%		+5.69	+12.81	+2.41
升力系数	基准	0.447 9	0.032 58	0.031 00
升力系数	Opt-1	0.736 5	0.053 55	0.050 93
升力系数相对变化/%		+64.25	+64.36	+64.29
阻力系数	基准	0.074 81	0.007 315	0.004 662
阻力系数	Opt-1	0.116 5	0.010 68	0.007 479
阻力系数相对变化/%		+55.35	+46.00	+60.42

参数	基准构型	优化构型
内翼前缘后掠角/（°）	70.0	68.1
外翼前缘后掠角/（°）	45.0	43.8
翼根弦长/m	18.31	15.87
Kink处弦长/m	8.15	6.87
翼尖处弦长/m	5.50	5.29
内翼后缘前掠角/（°）	0	1.15
外翼后缘前掠角/（°）	0	-17.31

参数	构型	Ma=0.3， H=0 km， α=10°	Ma=0.8， H=3 km	Ma=2.0， H=10 km	Ma=6.0， H=25 km
升力/t	基准	115.6	97	85	62
升力/t	优化	100.5	97	85	62
升力相对变化/%		满足起飞要求	0	0	0
升阻比	基准	5.88	12.71	4.16	4.72
升阻比	优化	5.81	12.55	4.55	4.75
升阻比相对变化/%		-1.19	-1.26	+9.38	+0.64

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