A method for modeling thrust vector control of a multi-engine parallel aircraft

Abstract

This invention discloses a thrust vector control modeling method for a multi-engine parallel aircraft, relating to the field of launch vehicle flight control technology. The method includes: for each engine of the multi-engine parallel aircraft, obtaining the rotation angle from the engine's local yaw coordinate system to its orthogonal inertial coordinate system; combining the vertical yaw angle command and the lateral yaw angle command to determine the transformation matrix corresponding to each engine; obtaining the first thrust of each engine; using the transformation matrix to calculate the second thrust of each engine after yaw in the aircraft's body axis system; obtaining the coordinates of the yaw point of each engine in the aircraft's body axis system; and determining the control force and control torque generated by the yaw motion of all engines based on the second thrust and the yaw point coordinates. This invention simplifies the six-degree-of-freedom dynamics modeling and servo command allocation modeling of rockets, improving model readability and versatility.

Description

Technical Field

[0001] This invention relates to the field of launch vehicle flight control technology, and in particular to a thrust vector control modeling method for multi-engine parallel aircraft. Background Technology

[0002] Large liquid-fueled launch vehicles typically have multiple engines providing thrust in their first stage, commonly 7, 9, 33, or even more. When installing servo systems in rockets with numerous engines, it's crucial to balance various factors, including rocket structural strength, piping layout, equipment installation arrangement, and ease of assembly, testing, and operation. This results in inconsistent and irregular angular relationships between the projections of the bidirectional oscillating servo actuators (each engine mounted at a 90-degree angle) onto the rocket's OYZ plane and the OY axis. This inconsistency in installation angles significantly complicates the dynamics modeling and flight control algorithm design of the rocket's flight control system, increasing design risks. Furthermore, servo command allocation calculations require separate consideration of the installation angles of each engine's servo actuators, leading to complex and error-prone formulas that introduce design risks. Secondly, bidirectional oscillating servo systems often employ single-channel decoupled modeling. Under large-angle oscillating commands, the bidirectional oscillating channel exhibits significant motion coupling effects, causing distortion between the oscillating command and the actual oscillating angle.

[0003] Existing technologies lack a unified and simplified dynamic modeling method and servo command allocation modeling method for flight control systems in multi-engine parallel launch vehicles where the installation angles of the servo actuators of each engine are different and irregular. This results in poor model readability, insufficient versatility, and high design risk for rocket guidance and attitude control systems.

[0004] Therefore, there is an urgent need to propose a thrust vector control modeling method to simplify the six-degree-of-freedom dynamics modeling of rockets and the servo command allocation modeling, improve the readability and versatility of the model, and reduce the design risks of rocket guidance and attitude control systems. Summary of the Invention

[0005] The technical problem this invention aims to solve is to address the shortcomings of existing technologies, specifically the complex and illegible dynamic modeling and servo command allocation modeling, as well as the bidirectional sway motion coupling issues in single-channel decoupling modeling of bidirectional sway servo systems under large sway angle conditions, where the installation angles of the servo actuators of each engine in a multi-engine parallel launch vehicle are different and irregular. Specifically, this invention provides a thrust vector control modeling method for multi-engine parallel aircraft, as detailed below: 1) In a first aspect, the present invention provides a thrust vector control modeling method for multi-engine parallel aircraft, the specific technical solution of which is as follows: The modeling method described employs dual-channel decoupled modeling.

[0006] The beneficial effects of the thrust vector control modeling method for multi-engine parallel aircraft provided by this invention are as follows: This paper proposes a dual-channel modeling method for the first time, which improves the modeling accuracy of bidirectional swing servo systems under large swing angle conditions and reduces the design risk of rocket guidance and attitude control systems.

[0007] Based on the above solution, the present invention can be further improved as follows.

[0008] Furthermore, the dual-channel decoupling modeling includes: S1, for each engine of a multi-engine parallel aircraft, determine the installation orientation parameters of the thrust vector actuator of each engine relative to the aircraft body axis based on the structural layout parameters of the aircraft; S2, determine the transformation matrix for each engine based on the engine vertical yaw angle command, the lateral yaw angle command, and the installation orientation parameters; S3, obtain the first thrust of each engine, and use the transformation matrix to calculate the second thrust of each engine under the aircraft body axis after swaying; S4. Obtain the coordinates of each engine's oscillation point in the aircraft's body axis. Based on the second thrust and the oscillation point coordinates, determine the control force and control torque generated by the oscillation motion of all engines.

[0009] The beneficial effects of adopting the above-mentioned further solutions are as follows: Based on the structural layout parameters, the installation orientation parameters are determined. Combined with the engine's vertical and lateral yaw angle commands, the transformation matrix is ​​calculated. Then, the thrust, control force, and control torque of the engine after yaw are calculated in the spacecraft's axis system. This simplifies the six-degree-of-freedom dynamics modeling and servo command allocation modeling of the rocket. By extracting the installation orientation parameters and participating in the calculation of the transformation matrix, the yaw of the coordinate system corresponding to each engine is decoupled, simplifying the modeling process, improving the model's readability and versatility, improving the modeling accuracy of the bidirectional yaw servo system under large yaw angle conditions, and reducing the design risk of the rocket's guidance and attitude control system.

[0010] Furthermore, S1 specifically includes: For each engine, establish a local coordinate system for engine swaying and an orthogonal inertial coordinate system for engine respectively; Based on the structural layout parameters, and in conjunction with the engine sway local coordinate system and the engine orthogonal inertial coordinate system of each engine, the installation orientation parameters are determined.

[0011] Furthermore, for each engine, establishing an engine sway local coordinate system and an engine orthogonal inertial coordinate system includes: For each engine's corresponding local coordinate system, the origin of the local coordinate system is located at the engine's constant level seat oscillation center, Z... s The shaft points along the engine's thrust line towards the nozzle, X s The axis points in the direction of extension of a thrust vectoring actuator of the engine, Y. s The axis points in the direction of extension of another thrust vector actuator of the engine; And / or for each engine's corresponding orthogonal inertial coordinate system, the origin of the orthogonal inertial coordinate system is located at the engine's constant-level pivot center, Z z The shaft points along the initial thrust line of the engine towards the nozzle direction, X z The axis points within the nozzle cross-section of the engine in its initial state towards quadrant IV of the aircraft, Y. z The axis points in the direction of the aircraft's third quadrant within the nozzle section of the engine in its initial state.

[0012] Furthermore, the installation orientation parameter is the engine sway local coordinate system X. s Axis Z s Rotate the axis to the engine's orthogonal inertial coordinate system X z The required rotation angle of the shaft.

[0013] Furthermore, the spacecraft is a liquid-fueled launch vehicle, the engine is a liquid-fueled launch vehicle engine, and the thrust vectoring actuator is a servo actuator.

[0014] 2) In a second aspect, the present invention also provides a thrust vector control modeling system for a multi-engine parallel aircraft. The specific technical solution is as follows: the modeling system is a dual-channel decoupled modeling system.

[0015] Based on the above solution, the present invention can be further improved as follows.

[0016] Furthermore, the dual-channel decoupled modeling system includes: a parameter determination module, a moment calculation module, a force calculation module, and a combined calculation module; The parameter determination module is used to determine the installation orientation parameters of the thrust vector actuator of each engine relative to the body axis of the aircraft, based on the structural layout parameters of the aircraft, for each engine of a multi-engine parallel aircraft. The matrix calculation module is used to determine the transformation matrix of each engine based on the engine vertical yaw angle command, the lateral yaw angle command, and the installation orientation parameters. The force calculation module is used to obtain the first thrust of each engine and, using the transformation matrix, to calculate the second thrust of each engine under the aircraft body axis after it wobbles. The calculation module is used to obtain the coordinates of the oscillation point of each engine in the aircraft body axis system, and determine the control force and control torque generated by the oscillation motion of all engines based on the second thrust and the oscillation point coordinates.

[0017] Furthermore, the parameter determination module specifically includes: For each engine, establish a local coordinate system for engine swaying and an orthogonal inertial coordinate system for engine respectively; Based on the structural layout parameters, and in conjunction with the engine sway local coordinate system and the engine orthogonal inertial coordinate system of each engine, the installation orientation parameters are determined.

[0018] Furthermore, for each engine, establishing an engine sway local coordinate system and an engine orthogonal inertial coordinate system includes: For each engine's corresponding local coordinate system, the origin of the local coordinate system is located at the engine's constant level seat oscillation center, Z... s The shaft points along the engine's thrust line towards the nozzle, X s The axis points in the direction of extension of a thrust vectoring actuator of the engine, Y. s The axis points in the direction of extension of another thrust vector actuator of the engine; And / or for each engine's corresponding orthogonal inertial coordinate system, the origin of the orthogonal inertial coordinate system is located at the engine's constant-level pivot center, Z z The shaft points along the initial thrust line of the engine towards the nozzle direction, X z The axis points within the nozzle cross-section of the engine in its initial state towards quadrant IV of the aircraft, Y. z The axis points in the direction of the aircraft's third quadrant within the nozzle section of the engine in its initial state.

[0019] Furthermore, the installation orientation parameter is the engine sway local coordinate system X. s Axis Z s Rotate the axis to the engine's orthogonal inertial coordinate system X z The required rotation angle of the shaft.

[0020] Furthermore, the spacecraft is a liquid-fueled launch vehicle, the engine is a liquid-fueled launch vehicle engine, and the thrust vectoring actuator is a servo actuator.

[0021] 3) In a third aspect, the present invention also provides a computer device, the computer device including a processor coupled to a memory, the memory storing at least one computer program, the at least one computer program being loaded and executed by the processor to enable the computer device to implement any of the above methods.

[0022] 4) In a fourth aspect, the present invention also provides a computer-readable storage medium storing at least one computer program, which is loaded and executed by a processor to enable a computer to perform any of the above methods.

[0023] It should be noted that the beneficial effects of the technical solutions of the second to fourth aspects of the present invention and their corresponding possible implementations can be found in the above description of the technical effects of the first aspect and its corresponding possible implementations, and will not be repeated here. Attached Figure Description

[0024] Other features, objects, and advantages of the invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings: Figure 1 This is a flowchart illustrating the steps of a thrust vector control modeling method for a multi-engine parallel aircraft according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the nozzle cross-section of an aircraft with a parallel layout of nine engines, which is a thrust vector control modeling method for a multi-engine parallel aircraft according to an embodiment of the present invention. Figure 3 This is a schematic diagram of the engine swaying local coordinate system corresponding to engine number 1 in a thrust vector control modeling method for a multi-engine parallel aircraft according to an embodiment of the present invention. Figure 4 This is a schematic diagram of the orthogonal inertial coordinate system corresponding to engine number 1 in a thrust vector control modeling method for a multi-engine parallel aircraft according to an embodiment of the present invention. Figure 5 This is a schematic diagram of the structure of a computer device according to an embodiment of the present invention. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0026] like Figure 1 As shown in the figure, an embodiment of the present invention provides a thrust vector control modeling method for a multi-engine parallel aircraft. The modeling method employs dual-channel decoupling modeling, which includes the following steps: S1, for each engine of a multi-engine parallel aircraft, determine the installation orientation parameters of the thrust vector actuator of each engine relative to the aircraft body axis based on the structural layout parameters of the aircraft; S2, based on the engine vertical roll angle command, lateral roll angle command and installation orientation parameters, determine the transformation matrix for each engine; S3, obtain the first thrust of each engine, and use the transformation matrix to calculate the second thrust of each engine under the aircraft body axis after swaying; S4: Obtain the coordinates of each engine's swivel point in the aircraft's body axis. Based on the second thrust and the swivel point coordinates, determine the control force and control torque generated by the swivel motion of all engines.

[0027] The beneficial effects of the thrust vector control modeling method for multi-engine parallel aircraft provided by this invention are as follows: Based on the structural layout parameters, the installation orientation parameters are determined. The transformation matrix is ​​calculated by combining the engine's vertical and lateral yaw angle commands. Then, the thrust, control force, and control torque of the engine after yaw are calculated within the spacecraft's axis, simplifying the six-degree-of-freedom dynamics modeling and servo command allocation modeling of the rocket. By extracting the installation orientation parameters and incorporating them into the transformation matrix calculation, the yaw of each engine's corresponding coordinate system is decoupled, simplifying the modeling process and improving model readability and versatility. A dual-channel modeling method is proposed for the first time, improving the accuracy of bidirectional yaw servo system modeling under large yaw angle conditions and reducing the design risks of the rocket's guidance and attitude control system.

[0028] It should be noted that, for ease of understanding, the technical terms used in this solution will be explained one by one, and will not be repeated hereafter: Multi-engine parallel aircraft: refers to an aircraft with multiple engines arranged in parallel, including but not limited to 7, 9, 33 or more engines, all of which provide thrust together.

[0029] Aircraft: refers to a vehicle that flies in the air. In this scheme, it includes various types of flying bodies with thrust vector control capabilities, such as liquid-fueled rockets, solid-fueled rockets, missiles, and spacecraft.

[0030] Engine: refers to a power device that generates thrust, including various types of thrust devices such as liquid rocket engines, solid rocket engines, electric thrusters, turbojet engines, and turbofan engines.

[0031] Thrust vectoring actuator: This refers to the actuator that drives the engine to change the direction of thrust, including various actuators such as hydraulic servo actuators, electric servo actuators, electromechanical actuators, and vector nozzle mechanisms. An engine has two thrust vectoring actuators (a and b), installed at a 90-degree angle to each other, used to achieve bidirectional engine oscillation. The extension direction of thrust vectoring actuator a corresponds to the engine's oscillation local coordinate system Y. s In the axial direction, the extension direction of the thrust vector actuator b corresponds to the engine sway local coordinate system X. s Axial direction.

[0032] Structural layout parameters: These parameters describe the overall design of the aircraft structure, including the angular relationship between the projection of the thrust vector actuator on the reference plane of the aircraft body axis and the reference axis, the installation angle, the installation orientation, and the position coordinates, etc., which are provided by the overall aircraft structure specialist.

[0033] Aircraft body axis system: This refers to the fundamental coordinate system describing the motion and force analysis of an aircraft. It is fixed to the aircraft body and moves with it. Its origin is usually located at the aircraft's center of mass or reference point, and its coordinate axes are related to the aircraft's geometric or aerodynamic characteristics. Aircraft body axis systems include rocket / rocket systems, aircraft body axis systems, missile / missile systems, and spacecraft body coordinate systems. The origin O of the rocket / rocket system is... b Located at the rocket's center of mass, X b The axis points along the longitudinal axis of the arrow body towards the theoretical apex, Y b The axis points in the direction of quadrant III of the arrow body, O b X b Y b Z b It conforms to the right-hand rule.

[0034] Installation orientation parameters: Parameters describing the installation orientation of the engine thrust vector actuator relative to the aircraft body axis, including the engine sway local coordinate system X. s Axis Z s Rotate the axis to the engine's orthogonal inertial coordinate system X z The required rotation angle (γ angle) of the axis.

[0035] Roll angle command: refers to the command sent by the flight control system to the thrust vector actuator to control the engine roll angle, including vertical roll angle command ( (angle) and lateral sway angle command ( (Angle), which controls the swaying motion of the engine in two orthogonal directions respectively.

[0036] Point of rotation: The geometric position of the engine thrust vector oscillation center under the aircraft body axis. The number of points is the same as the number of engines. Each engine has one point of rotation, which is located at the engine's constant-level oscillation center. Figure 2 This is a schematic diagram of the nozzle cross-section of an aircraft with a parallel configuration of nine engines, as shown below. Figure 2 As shown, for an aircraft with a parallel configuration of 9 engines, there are 9 pivot points, including 8 circumferentially arranged engines (corresponding to...). Figure 2 The placement points of the engines (numbered 1-8) and one centrally located engine (corresponding to) Figure 2 The pivot point of the engine in the circumferential layout (9) is related to the circumferential installation radius, axial distance and circumferential layout angle. The pivot point of the engine in the center layout is located on the longitudinal axis of the aircraft. The specific coordinates are determined by the aircraft structure assembly and calibration measurement.

[0037] The center of the engine's oscillation: refers to the center of the connection mechanism between the engine and the aircraft body. In this design, it is specifically the center of the engine's oscillation seat, which allows the engine to oscillate around two orthogonal axes and is the geometric center point of the engine's oscillation rotation.

[0038] Nozzle direction: refers to the exhaust direction of the engine tail nozzle, specifically along the thrust line towards the nozzle outlet or downstream direction.

[0039] Quadrant IV direction: refers to the direction in the circumferential coordinate division of an aircraft, specifically the direction of the rocket in quadrant IV, that is, facing the tail of the rocket, with the longitudinal axis of the rocket as the center, the horizontal direction to the right, which is an aerospace professional term.

[0040] Quadrant III direction: refers to the direction in the circumferential coordinate division of an aircraft, specifically the direction of the rocket in Quadrant III, which is the vertical upward direction with the rocket's longitudinal axis as the center when facing the tail of the rocket. It is an aerospace professional term.

[0041] Extension direction: refers to the extension and retraction direction of the actuator push rod of the thrust vector actuator. In this scheme, it includes the extension direction of thrust vector actuator a (corresponding to...). Figure 3 a 1a (direction) and the extension direction of the thrust vector actuator b (corresponding to) Figure 3 a 1b (Direction), the two extension directions are perpendicular to each other, and the plane in which they are located is parallel to the nozzle cross section.

[0042] First thrust: refers to the thrust of the engine in the engine sway local coordinate system, specifically along the Z-axis of the engine sway local coordinate system. s The vector along the axis, with a magnitude equal to the current thrust of the engine.

[0043] The second thrust refers to the thrust in the aircraft body axis after the engine oscillates. It is obtained by transforming the first thrust from the local coordinate system of the engine oscillation to the orthogonal inertial coordinate system of the engine through a transformation matrix, and then transforming it to the aircraft body axis through a coordinate system rotation transformation of 90 degrees around the Y-axis of the aircraft body axis.

[0044] The engine structure layout and motion mode are common in multi-engine parallel aircraft. Therefore, in this scheme, we will take the aircraft as a liquid-fueled launch vehicle, the engine as a liquid-fueled launch vehicle engine, the thrust vector actuator as a servo actuator, and the aircraft body axis system as a rocket system as an example for introduction.

[0045] In another embodiment of this solution, S1 is specifically implemented as follows: For a liquid-fueled launch vehicle with nine engines in parallel on the first stage, a local coordinate system for engine swaying and an orthogonal inertial coordinate system for each engine are established.

[0046] Taking engine number 1 as an example, the process of establishing the local coordinate system for engine swaying is as follows: Figure 3 This is a schematic diagram of the local coordinate system for engine swaying corresponding to engine number 1, as shown below. Figure 3 As shown, the origin O (corresponding to Figure 3 Z in s (O) is located at the swing center of the constant level seat of engine No. 1, Z s The shaft, along the thrust line of engine number 1, points towards the nozzle. X s The axis points to the extension direction of the servo actuator b of engine number 1 (corresponding to...) Figure 3 a 1b direction), Y s The axis points to the extension direction of the servo actuator a of engine number 1 (corresponding to...) Figure 3 a 1a Direction). OX s Y s The plane is parallel to the nozzle cross-section, and OX s Y s Z s It conforms to the right-hand rule. Figure 3 In the diagram, points A and B are the lower fulcrums of servo actuators a and b, respectively, and are the fixed fulcrums between the servo actuators and the engine nozzle, moving with the engine's swaying motion; points D and E are the upper fulcrums of servo actuators a and b, respectively, and are the fixed fulcrums between the servo actuators and the rocket body, not moving with the engine's swaying motion.

[0047] Taking engine number 1 as an example, the process of establishing the engine's orthogonal inertial coordinate system is as follows: Figure 4 This is a schematic diagram of the orthogonal inertial coordinate system corresponding to engine number 1, as shown below. Figure 4 As shown, the origin O is located at the center of the swing seat of engine No. 1, Z z The shaft, along the initial thrust line of engine number 1, points towards the nozzle. X z The axis points in the direction of the rocket's IV quadrant within the nozzle section of engine No. 1 in its initial state. z The axis points in the rocket's III quadrant direction within the nozzle section of engine number 1 in its initial state. OX z Y z The plane is parallel to the nozzle cross-section, and OX z Y z Z z It conforms to the right-hand rule, and the engine's orthogonal inertial coordinate system does not rotate with the engine's oscillation.

[0048] The initial state refers to the baseline state when the engine does not sway. At this time, the engine thrust line is along the longitudinal axis of the aircraft, the vertical sway angle command and the lateral sway angle command are both zero, and the engine nozzle does not deflect.

[0049] Based on the installation angles of each engine servo actuator in the rocket system provided by the overall rocket structure specialist, calculate the engine sway local coordinate system OX for the initial state of each engine. s Axial OZ s Rotate the axis to the engine's orthogonal inertial coordinate system OX z The required rotation angle γ of the axis.

[0050] Taking engine number 1 as an example, the process of calculating the rotation angle γ can be as follows: The X-axis of the local coordinate system corresponding to engine number 1 is... s axis and Y s Projecting the axis onto a cross-sectional plane perpendicular to the longitudinal axis of the rocket system, a reference direction is established within this cross-sectional plane. Based on the structural layout parameters of engine No. 1 provided by the overall structure, the X-axis is determined. s The angle between the axis and the reference direction is taken as the rotation angle γ (e.g., Figure 3 γ in 11 ).

[0051] In a liquid-fueled launch vehicle with nine engines in parallel, a typical example of the rotation angle γ for each engine is as follows: γ 11 =337.5°, γ 12 =22.5°, γ 13 =67.5°, γ 14 =112.5°, γ 15 =157.5°, γ 16 =202.5°、γ 17 =247.5°, γ 18 =292.5°, γ 19 =0°; where, γ 11 γ 12 γ 13 γ 14 γ 15 γ 16 γ 17 γ 18 γ 19 These represent the rotation angles of the nine engines.

[0052] In another embodiment of this solution, S2 is specifically implemented as follows: Taking engine No. 1 as an example, the local coordinate system OX of engine No. 1 is established. s Y s Z s To the engine's orthogonal inertial coordinate system OX z Y z Z z Transformation matrix ,as follows: ; Among them, 11 represents the number 1 engine of the first stage rocket; This is the vertical roll angle command for engine number 1. The lateral roll angle command for engine number 1; γ 11 For engine number 1, the installation orientation parameter is the rotation angle. To wrap around Y s Shaft rotation The rotation transformation matrix, For X s Shaft rotation The rotation transformation matrix, To circle around Z s Shaft rotation The rotation transformation matrix.

[0053] Calculate the transformation matrices from the corresponding engine yaw local coordinate system to the corresponding engine orthogonal inertial coordinate system for engines numbered 2 to 9, respectively. ... The calculation method is the same as the form. The calculation method is as follows, with the subscripts replaced accordingly. As follows: ; Among them, 12, ..., 19 represent engines numbered 2 through 9 of the first-stage rocket, respectively. ... These are the vertical roll angle commands corresponding to engines numbered 2 through 9, respectively. ... These are the lateral roll angle commands corresponding to engines numbered 2-9, γ 12 ..., γ 19 These are the installation orientation parameters, i.e., rotation angles, for engines numbered 2 to 9.

[0054] In another embodiment of this solution, S3 is specifically implemented as follows: The first thrust of engines labeled 1-9 in the engine sway local coordinate system is all The formula is as follows: ; in, This corresponds to the current thrust of the engine, which can be determined based on thrust commands or other methods.

[0055] Then, the second thrust of engines 1-9 after oscillation within the rocket-launch system as follows: ; in, For the engine's orthogonal inertial coordinate system Y z The rotation transformation matrix, which rotates the axis by 90 degrees, is used to represent the thrust of the engine corresponding to the engine force in the orthogonal inertial coordinate system. Switch to rocket and arrow system; This is the engine number index, with values ​​ranging from 1 to 9; ... These are the second thrusts corresponding to engines numbered 1 through 9.

[0056] In another embodiment of this solution, S4 is specifically implemented as follows: To obtain the coordinates of the pendulum points of engines labeled 1-9 within the rocket-launch system, a typical example of the coordinates of each engine pendulum point is as follows: ; in, The axial distance between the engine pendulum position corresponding to engines numbered 1 to 8 and the actual tip of the rocket is calculated using the same value in this embodiment. This represents the axial distance between the engine pendulum position corresponding to engine number 9 and the actual tip of the rocket. The circumferential mounting radius of the engine swing point is for engines numbered 1 to 8. In this embodiment, the same value is used for calculation. The location of the center of mass; This is a transpose operation; ... These are the coordinates of the pendulum points corresponding to engines numbered 1 through 8, and their specific values ​​were obtained from the final assembly and calibration measurements of the rocket structure.

[0057] Then, based on the second thrust and the coordinates of the oscillation point, the control force and control torque generated by all first-stage engines during the oscillation motion are determined.

[0058] The control force is as follows: ; The control torque is as follows: ; in, The control force generated by the first-stage engine, which is the vector sum of the second thrust of all engines in the rocket-carrier system; The control torque generated by the first-stage engine is the vector sum of the coordinates of all engine oscillators and the corresponding second thrust cross product.

[0059] Furthermore, S1 specifically includes: For each engine, establish a local coordinate system for engine swaying and an orthogonal inertial coordinate system for engine respectively; Based on the structural layout parameters, and combined with the engine sway local coordinate system and the engine orthogonal inertial coordinate system of each engine, the installation orientation parameters are determined.

[0060] Furthermore, for each engine, a local coordinate system for engine swaying and an orthogonal inertial coordinate system for engine are established, including: For each engine's corresponding local coordinate system, the origin of the local coordinate system is located at the engine's constant level seat oscillation center, Z... s The shaft points along the engine's thrust line towards the nozzle, X s The axis points in the direction of extension of a thrust vectoring actuator of the engine, Y. s The axis points in the direction of extension of another thrust vector actuator of the engine; For each engine's corresponding orthogonal inertial coordinate system, the origin of the orthogonal inertial coordinate system is located at the engine's constant-level pivot center, Z. z The shaft points along the initial thrust line of the engine towards the nozzle direction, X z The axis points within the nozzle cross-section of the engine in its initial state towards quadrant IV of the aircraft, Y. z The axis points in the direction of the aircraft's third quadrant within the nozzle section of the engine in its initial state.

[0061] Furthermore, the installation orientation parameters are defined in the engine sway local coordinate system X. s Axis Z s Rotate the axis to the engine's orthogonal inertial coordinate system X z The required rotation angle of the shaft.

[0062] Furthermore, the spacecraft is a liquid-fueled launch vehicle, the engine is a liquid-fueled launch vehicle engine, and the thrust vectoring actuator is a servo actuator.

[0063] The beneficial effects of this plan are as follows: By establishing a local coordinate system for engine swaying and an orthogonal inertial coordinate system for the engine, and introducing installation orientation parameters to describe the actual installation angles of each engine servo actuator, a unified modeling of the thrust vector of engines with different installation angles is achieved using a transformation matrix. Regardless of whether the installation angles of each engine servo actuator are the same or whether there is a pattern, the same modeling process and calculation formulas can be used, eliminating the need to derive complex coordinate transformation relationships for each engine separately. This significantly simplifies the flight control dynamics modeling and servo command allocation modeling of multi-engine parallel aircraft, improves versatility and readability, enhances the modeling accuracy of bidirectional swaying servo systems under large sway angle conditions, solves the problem of dual-channel swaying motion coupling in bidirectional swaying servo systems, and reduces the modeling complexity and design risks caused by inconsistent installation angles.

[0064] In the above embodiments, although the steps are numbered S1, S2, etc., they are only specific embodiments given by the present invention. Those skilled in the art can adjust the execution order of S1, S2, etc. according to the actual situation, and these situations are also within the protection scope of the present invention. It can be understood that in some embodiments, some or all of the above embodiments may be included.

[0065] Furthermore, the acquisition process of the data involved in this application follows the principles of legality, legitimacy, and necessity. Based on obtaining the explicit authorization and consent of the user, only the minimum necessary information required to achieve the purpose is collected, and data security protection obligations are fulfilled in accordance with the law.

[0066] The present invention also provides a thrust vector control modeling system for a multi-engine parallel aircraft. The specific technical solution is as follows: the modeling system is a dual-channel decoupled modeling system, which includes: a parameter determination module, a moment calculation module, a force calculation module, and a combined calculation module. The parameter determination module is used to determine the installation orientation parameters of the thrust vector actuator of each engine relative to the aircraft body axis, based on the structural layout parameters of the aircraft, for each engine of a multi-engine parallel aircraft. The matrix calculation module is used to determine the transformation matrix of each engine based on the engine's vertical roll angle command, lateral roll angle command, and installation orientation parameters. The force calculation module is used to obtain the first thrust of each engine and, using the transformation matrix, calculate the second thrust of each engine under the aircraft body axis after it wobbles. The calculation module is used to obtain the coordinates of each engine's oscillation point in the aircraft's body axis, and determine the control force and control torque generated by the oscillation motion of all engines based on the second thrust and the oscillation point coordinates.

[0067] It should be noted that the beneficial effects of the thrust vector control modeling system for a multi-engine parallel aircraft provided in the above embodiments are the same as those of the thrust vector control modeling method for a multi-engine parallel aircraft described above, and will not be repeated here. Furthermore, the system provided in the above embodiments is only illustrated by the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the system can be divided into different functional modules according to the actual situation to complete all or part of the functions described above. In addition, the system and method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process is detailed in the method embodiments, and will not be repeated here.

[0068] like Figure 5As shown, an embodiment of the present invention provides a computer device 300, which includes a processor 320 coupled to a memory 310. The memory 310 stores at least one computer program 330, which is loaded and executed by the processor 320 to enable the computer device 300 to implement any of the above-described methods. Specifically: The computer device 300 can vary considerably due to differences in configuration or performance. It may include one or more processors 320 (Central Processing Units, CPUs) and one or more memories 310. The one or more memories 310 store at least one computer program 330, which is loaded and executed by the one or more processors 320 to enable the computer device 300 to implement the thrust vector control modeling method for a multi-engine parallel aircraft provided in the above embodiments. Of course, the computer device 300 may also have wired or wireless network interfaces, a keyboard, and input / output interfaces for input and output. The computer device 300 may also include other components for implementing device functions, which will not be elaborated upon here.

[0069] An embodiment of the present invention provides a computer-readable storage medium storing at least one computer program, which is loaded and executed by a processor to enable a computer to implement any of the above-described methods.

[0070] Alternatively, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), magnetic tape, a floppy disk, and an optical data storage device, etc.

[0071] In an exemplary embodiment, a computer program product or computer program is also provided, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the above-described thrust vector control modeling methods for multi-engine parallel aircraft.

[0072] It should be noted that the terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and represent a limitation on a specific order or sequence. Where appropriate, the order of use for similar objects can be interchanged so that the embodiments of this application described herein can be implemented in an order other than that shown or described.

[0073] Those skilled in the art will recognize that this invention can be implemented as a system, method, or computer program product. Therefore, this disclosure can be specifically implemented in the following forms: it can be entirely hardware, entirely software (including firmware, resident software, microcode, etc.), or a combination of hardware and software, generally referred to herein as a "circuit," "module," or "system." Furthermore, in some embodiments, the invention can also be implemented as a computer program product contained in one or more computer-readable media, which includes computer-readable program code.

[0074] Any combination of one or more computer-readable media may be used. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0075] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A thrust vector control modeling method for a multi-engine parallel aircraft, characterized in that, The modeling method described employs dual-channel decoupled modeling.

2. The thrust vector control modeling method for a multi-engine parallel aircraft according to claim 1, characterized in that, The dual-channel decoupling modeling includes: S1, for each engine of a multi-engine parallel aircraft, determine the installation orientation parameters of the thrust vector actuator of each engine relative to the aircraft body axis based on the structural layout parameters of the aircraft; S2, determine the transformation matrix for each engine based on the engine vertical yaw angle command, the lateral yaw angle command, and the installation orientation parameters; S3, obtain the first thrust of each engine, and use the transformation matrix to calculate the second thrust of each engine under the aircraft body axis after swaying; S4. Obtain the coordinates of each engine's oscillation point in the aircraft's body axis. Based on the second thrust and the oscillation point coordinates, determine the control force and control torque generated by the oscillation motion of all engines.

3. The thrust vector control modeling method for a multi-engine parallel aircraft according to claim 2, characterized in that, S1 specifically includes: For each engine, establish a local coordinate system for engine swaying and an orthogonal inertial coordinate system for engine respectively; Based on the structural layout parameters, and in conjunction with the engine sway local coordinate system and the engine orthogonal inertial coordinate system of each engine, the installation orientation parameters are determined.

4. The thrust vector control modeling method for a multi-engine parallel aircraft according to claim 3, characterized in that, For each engine, a local coordinate system for engine swaying and an orthogonal inertial coordinate system for the engine are established, including: For each engine's corresponding local coordinate system, the origin of the local coordinate system is located at the engine's constant level seat oscillation center, Z... s The shaft points along the engine's thrust line towards the nozzle, X s The axis points in the direction of extension of a thrust vectoring actuator of the engine, Y. s The axis points in the direction of extension of another thrust vector actuator of the engine; And / or for each engine's corresponding orthogonal inertial coordinate system, the origin of the orthogonal inertial coordinate system is located at the engine's constant-level pivot center, Z z The shaft points along the initial thrust line of the engine towards the nozzle direction, X z The axis points within the nozzle cross-section of the engine in its initial state towards quadrant IV of the aircraft, Y. z The axis points in the direction of the aircraft's third quadrant within the nozzle section of the engine in its initial state.

5. The thrust vector control modeling method for a multi-engine parallel aircraft according to claim 4, characterized in that, The installation orientation parameter is the X-axis of the engine sway local coordinate system. s Axis Z s Rotate the axis to the engine's orthogonal inertial coordinate system X z The required rotation angle of the shaft.

6. A thrust vector control modeling system for a multi-engine parallel aircraft, characterized in that, The modeling system is a dual-channel decoupled modeling system.

7. The thrust vector control modeling system for a multi-engine parallel aircraft according to claim 6, characterized in that, The dual-channel decoupled modeling system includes: a parameter determination module, a moment calculation module, a force calculation module, and a total calculation module; The parameter determination module is used to determine the installation orientation parameters of the thrust vector actuator of each engine relative to the body axis of the aircraft, based on the structural layout parameters of the aircraft, for each engine of a multi-engine parallel aircraft. The matrix calculation module is used to determine the transformation matrix of each engine based on the engine vertical yaw angle command, the lateral yaw angle command, and the installation orientation parameters. The force calculation module is used to obtain the first thrust of each engine and, using the transformation matrix, to calculate the second thrust of each engine under the aircraft body axis after it wobbles. The calculation module is used to obtain the coordinates of the oscillation point of each engine in the aircraft body axis system, and determine the control force and control torque generated by the oscillation motion of all engines based on the second thrust and the oscillation point coordinates.

8. The thrust vector control modeling system for a multi-engine parallel aircraft according to claim 7, characterized in that, The parameter setting module specifically includes: For each engine, establish a local coordinate system for engine swaying and an orthogonal inertial coordinate system for engine respectively; Based on the structural layout parameters, and in conjunction with the engine sway local coordinate system and the engine orthogonal inertial coordinate system of each engine, the installation orientation parameters are determined.

9. A thrust vector control modeling system for a multi-engine parallel aircraft according to claim 8, characterized in that, For each engine, a local coordinate system for engine swaying and an orthogonal inertial coordinate system for the engine are established, including: For each engine's corresponding local coordinate system, the origin of the local coordinate system is located at the engine's constant level seat oscillation center, Z... s The shaft points along the engine's thrust line towards the nozzle, X s The axis points in the direction of extension of a thrust vectoring actuator of the engine, Y. s The axis points in the direction of extension of another thrust vector actuator of the engine; And / or for each engine's corresponding orthogonal inertial coordinate system, the origin of the orthogonal inertial coordinate system is located at the engine's constant-level pivot center, Z z The shaft points along the initial thrust line of the engine towards the nozzle direction, X z The axis points within the nozzle cross-section of the engine in its initial state towards quadrant IV of the aircraft, Y. z The axis points in the direction of the aircraft's third quadrant within the nozzle section of the engine in its initial state.

10. A computer device, characterized in that, The computer device includes a processor coupled to a memory storing at least one computer program, which is loaded and executed by the processor to enable the computer device to implement a thrust vector control modeling method for a multi-engine parallel aircraft as described in any one of claims 1 to 5.

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