殲-20地采用了升力體 + DSI進氣道 + 全動鴨翼 + 大邊條 + 無尾三角翼 + 全動垂尾的極端復雜設(shè)計，整體造型就像一把尖銳的飛鏢，劃破長空。我們一項項來分析一下殲-20的氣動布局特點。

　　The J-20 has unprecedentedly adopted an extremely complex design consisting of a lifting body, DSI intake duct, fully dynamic duckwing, large slats, tailless delta wing, and fully dynamic vertical tail. The overall shape is like a sharp dart, cutting through the long sky. Let's analyze the aerodynamic layout characteristics of the J-20 item by item.

　　升力體是一種非常規(guī)的氣動布局，沒有普通的機翼，而是采用翼身融合體來產(chǎn)生升力，以便在低速下獲得較高的升阻比。升力體的概念初是NASA在研究彈道導彈再入技術(shù)時偶然發(fā)現(xiàn)的，之后應(yīng)用于返回式航天器的設(shè)計。乍一看，純正的升力體就像是塊石頭，但這塊石頭自己能產(chǎn)生升力，會飛。

　　A lift body is an unconventional aerodynamic layout that does not have a regular wing, but instead uses a wing body fusion to generate lift in order to achieve a higher lift to drag ratio at low speeds. The concept of lift body was initially discovered by NASA while researching ballistic missile reentry technology, and later applied to the design of return spacecraft. At first glance, a pure lifting body looks like a stone, but this stone can generate its own lift and fly.

　　▌X-24A驗證機，純粹的升力體設(shè)計，沒有主翼傳統(tǒng)的飛機設(shè)計，機身用于搭載載荷，機翼用于產(chǎn)生升力，它們是兩個獨立的部件。就好比小孩做的飛機模型，在 。一根棍子上面綁一把尺子。

　　The X-24A verification aircraft, with its purest lift body design, does not have the traditional aircraft design of a main wing. The fuselage is used to carry loads, and the wings are used to generate lift. They are two independent components. It's like a model airplane made by a child. Tie a ruler to a stick.

　　▌紅色經(jīng)典：米格-15，圓筒狀的機身加中單翼三代機在設(shè)計時引入了翼身融合的概念，機身與機翼間通過曲線平滑過渡，既減小了氣動阻力，也增加了機身容積。F-14和蘇-27都是典型的一體化升力機體設(shè)計，后機身作為機翼的一部分，寬大扁平，縱剖面呈機翼狀，可以產(chǎn)生部分升力。發(fā)動機采用翼下短艙的形式，大間隔布置，雙發(fā)之間形成的隧道可以約束氣流，增加下表面的壓強，提高升力。F-14當機翼后掠角為20°時，機身升力占總升力40%；當機翼后掠角為68°時，機身升力占總升力的60%，效率驚人。但是三代機并不是真正的升力體，只是在后機身采用了部分升力體設(shè)計，因為時代原因完全沒有考慮隱身性和超音速機動性。

　　Red Classic: MiG-15, a third-generation aircraft with a cylindrical fuselage and a single wing, introduced the concept of wing body fusion in its design. The smooth transition between the fuselage and wings is achieved through curves, which not only reduces aerodynamic drag but also increases the fuselage volume. The F-14 and Su-27 are both typical integrated lift body designs, with the rear fuselage as part of the wing, wide and flat, and a wing like longitudinal profile that can generate some lift. The engine adopts the form of a short cabin under the wing, arranged at large intervals, and the tunnel formed between the twin engines can constrain the airflow, increase the pressure on the lower surface, and improve lift. When the wing sweep angle of F-14 is 20 °, the body lift accounts for 40% of the total lift; When the wing sweep angle is 68 °, the body lift accounts for 60% of the total lift, which is astonishingly efficient. However, the third-generation aircraft is not a true lift body, only a partial lift body design is adopted in the rear fuselage, without considering stealth and supersonic maneuverability due to historical reasons.

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