An attitude control system for a cross-domain aircraft

Abstract

The present invention relates to the field of aircraft technology, and discloses an attitude control system for a cross-domain aircraft, comprising a jet group, a storage tank, a vaporization unit and a control unit; the jet group comprises a jet nozzle group and a jet hole group; the jet nozzle group comprises a yaw nozzle group, a pitch flip nozzle group and a lift-enhancing nozzle group, and the jet hole group comprises a yaw jet hole group, a pitch flip jet hole group and a lift-enhancing jet hole group; the control unit comprises a controller and an attitude track sensor, and the attitude track sensor is connected to the controller signal. During high-speed cross-domain flight, the controller controls different jet nozzle groups to open, and controls the heading, deflection and height of the aircraft body respectively through the yaw nozzle group, the pitch flip nozzle group and the lift-enhancing nozzle group, and adjusts the flight state of the aircraft body; the jet nozzle is effectively used to generate flight control force, and the thrust of the jet working fluid and the additional force generated by the interaction of the incoming flow jointly form the flight control force, so as to achieve the purpose of aircraft control based on virtual aerodynamic control surface technology.

Description

Technical Field

[0001] The present invention relates to the field of aircraft technology, and in particular to an attitude control system for a cross-domain aircraft. Background Art

[0002] Mechanical control surface technology is an essential component of most current aircraft and is also the main means of flight control. Its principle is simple, mature, and widely used. Mechanical control surfaces deflect the control surfaces to cause the incoming flow to act on them, generating pressure and forming flight control force. Since the control force generated by the mechanical control surfaces is proportional to the incoming flow pressure and the projected area of ​​the control surfaces in the incoming flow direction, the generation of mechanical control surface control force is heavily dependent on the incoming flow parameters.

[0003] However, when flying in the thin atmosphere at high altitudes, near space or in a vacuum, the mechanical control surfaces are completely unable to provide flight control force. In this case, traditional aircraft such as satellites and spacecraft generally use attitude and orbit control engines to control their attitude and flight trajectory.

[0004] At present, the research on rudderless control technology is mainly concentrated on low-altitude and low-speed aircraft. The principle is mostly based on the circulation control technology of the Coanda effect. By opening jet slits at the rear of the wing and changing the wing circulation through the fluid diversion effect, the aerodynamic lift on the wing can be adjusted.

[0005] High-speed cross-domain aircraft need to be able to fly at high speed and high maneuverability in both low-altitude and high-altitude thin atmospheres, and they also have strict requirements on aerodynamic shape. When an aircraft using traditional mechanical control surfaces flies in an atmospheric environment, the mechanical control surfaces can usually provide effective flight control capabilities. However, when the aircraft flies at high speed and at a large angle of attack, the mechanical control surfaces will face the problem of reduced rudder efficiency and it is difficult to provide sufficient flight control force. In addition, the mechanical control surfaces contain more moving parts and external gaps, and the quality and reliability are still lacking, which will also affect the stealth capability of the aircraft to a certain extent; the attitude and orbit control engine can effectively provide control force for the aircraft in a vacuum environment. If the attitude and orbit control engine is simply transplanted to an aerospace vehicle with strict requirements on aerodynamic shape, it will face problems such as low efficiency and affecting the aerodynamic performance of the aircraft; the circulation control technology based on the Coanda effect is essentially unable to generate control force independently from the incoming flow, and the technology is not mature enough, so the scope of application is still limited to the atmospheric environment and low-speed conditions; therefore, the existing attitude control technology cannot meet the needs of high-speed cross-domain aircraft. Summary of the invention

[0006] The purpose of the present invention is to provide an attitude control system for a cross-domain aircraft to meet the needs of the cross-domain aircraft during cross-domain and high-speed flight.

[0007] In order to achieve the above-mentioned object, the present invention provides an attitude control system for a cross-domain aircraft, comprising a jet group, a storage tank, a vaporization unit and a control unit;

[0008] The jet group includes a jet nozzle group and a jet hole group corresponding to the jet nozzle group one by one; the jet nozzle group includes a yaw nozzle group, a pitch and flip nozzle group and a lift-enhancing nozzle group, the jet hole group includes a yaw jet hole group, a pitch and flip jet hole group and a lift-enhancing jet hole group, the yaw jet hole group is arranged on the upper surface of the tail of the aircraft body, the pitch and flip jet hole group is arranged on the upper and lower surfaces of the tail of the aircraft body, and the lift-enhancing jet hole group is arranged on the lower surface of the aircraft body;

[0009] A vaporization unit is arranged between the storage tank and the jet nozzle group, and the vaporization unit is connected to the jet nozzle group pipeline for vaporizing the jet working medium;

[0010] The control unit includes a controller and an attitude and orbit sensor. The attitude and orbit sensor is connected to the controller signal and is used to transmit the attitude and orbit signal of the aircraft body to the controller. The control unit is connected to the vaporization unit circuit and is used to control the vaporization unit to vaporize the jet working fluid and spray it from the jet nozzle group corresponding to the attitude and orbit signal according to the received aircraft attitude and orbit signal.

[0011] Preferably, the yaw nozzle group is arranged at an end away from the mass center of the aircraft body in the axial direction of the aircraft body, and the yaw nozzle group is arranged at a position close to the mass center of the aircraft body in the vertical direction.

[0012] Preferably, the pitch and flip nozzle group is arranged at a position far away from the central axis and the center of mass of the aircraft body.

[0013] Preferably, the lift-enhancing nozzle group is arranged at the projection position of the center of mass of the aircraft body on the bottom surface.

[0014] Preferably, the jet hole groups are of a hole array structure, and the jet holes of each group are arranged in a staggered manner.

[0015] Preferably, the posture control system further comprises a flow regulator connected to the jet nozzle group, the flow regulator is arranged between the jet nozzle group and the vaporization unit, and the flow regulator is connected to the controller signal.

[0016] Preferably, the vaporization unit comprises a through valve, a vaporizer and a temperature sensor arranged in parallel with the through valve, a one-way valve is further arranged at the inlet end of the vaporizer, and the temperature sensor is connected to the controller signal.

[0017] Preferably, the vaporizer is a cooling system of the aircraft body.

[0018] Preferably, the attitude control system further comprises a pressure component, the pressure components have three groups and are respectively connected to the yaw nozzle group, the pitch and roll nozzle group and the lift-enhancing nozzle group, and each group of pressure components is connected to the control unit signal.

[0019] Preferably, the pressure assembly comprises a pressure chamber for establishing the total jet pressure and a pressure sensor for detecting the pressure in the pressure chamber, and the pressure sensor is connected to the controller.

[0020] Compared with the prior art, the attitude control system of a cross-domain aircraft in an embodiment of the present invention has the following beneficial effects: a jet nozzle group is arranged on the aircraft body, a jet hole group corresponding to the jet nozzle group is arranged on the aircraft body, a yaw nozzle group is arranged on the upper surface of the aircraft body, a pitch and flip nozzle group is arranged on the upper and lower surfaces of the aircraft body respectively, and a lift-enhancing nozzle group is arranged on the lower surface of the aircraft body. When the aircraft body is flying across the domain at high speed, the attitude and trajectory sensor transmits the attitude and trajectory of the aircraft body to the controller, the controller controls the vaporization unit to start, vaporizes the jet working medium flowing out of the storage tank, and the controller controls different jet nozzle groups to open, and the jet working medium is discharged by each jet nozzle group. The jet nozzle group and the jet hole group are ejected, and the heading, deflection and altitude of the aircraft body are controlled through the yaw nozzle group, the pitch and flip nozzle group and the lift-enhancing nozzle group respectively, so as to adjust the flight state of the aircraft body; when the aircraft body is flying, the jet working fluid interferes with the external incoming gas after being ejected through the jet nozzle, and the jet working fluid forms a high-pressure area, thereby expanding the overall influence range of the jet working fluid on the incoming flow, increasing the area of ​​the pressure change region, and increasing the surface pressure of the aircraft body, forming a larger surface pressure change, and effectively utilizing the jet nozzle to generate flight control force. The thrust of the jet working fluid and the incoming flow jointly form the flight control force, so as to achieve the purpose of aircraft control based on virtual aerodynamic control surface technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a structural schematic diagram of the attitude control system of the cross-domain aircraft of the present invention;

[0022] Figure 2 It is a schematic diagram of the arrangement of the yaw nozzle group and the pitch and flip nozzle group of the attitude control system of the cross-domain aircraft of the present invention;

[0023] Figure 3 It is a schematic diagram of the arrangement of the lift-enhancing nozzle group and the pitch-flip nozzle group of the attitude control system of the cross-domain aircraft of the present invention;

[0024] Figure 4 It is a jet schematic diagram of a lift-enhancing nozzle group of an attitude control system of a cross-domain aircraft of the present invention;

[0025] Figure 5It is a schematic diagram of the jet when the pitch flip nozzle group of the attitude control system of the cross-domain aircraft of the present invention controls the pitch of the aircraft;

[0026] Figure 6 It is a schematic diagram of the jet when the pitch-flip nozzle group of the attitude control system of the cross-domain aircraft of the present invention controls the aircraft to flip;

[0027] Figure 7 It is a schematic diagram of the jet when the yaw nozzle group and the pitch and flip nozzle group of the attitude control system of the cross-domain aircraft of the present invention control the yaw of the aircraft;

[0028] Figure 8 It is a pressure state diagram of the body surface when the jet working fluid of the attitude control system of the cross-domain aircraft of the present invention is ejected;

[0029] Fig. 9 It is a chord-wise pressure distribution curve diagram of the aircraft at a position of 0.7 meters in the wingspan direction under the control of the attitude control system of the cross-domain aircraft of the present invention;

[0030] Fig.10 It is a schematic diagram of the principle of the jet nozzle of the attitude control system of the cross-domain aircraft of the present invention generating control force on the aircraft body.

[0031] In the figure, 1. storage tank; 2. first one-way valve; 3. drive pump; 4. temperature sensor; 5. second one-way valve; 6. straight-through valve; 7. carburetor; 8. delivery pipeline; 9. flow regulator; 10. pressure chamber; 11. pressure sensor; 12. branch pipeline; 13. opening and closing valve; 14. jet nozzle group; 15. jet hole; 16. aircraft body; 17. controller; 18. attitude and orbit signal input terminal; 19. control signal input terminal; 20. signal transmission line; 21. yaw nozzle group; 22. pitch and roll nozzle group; 23. lift-enhancing nozzle group. DETAILED DESCRIPTION

[0032] The specific implementation of the present invention is further described in detail below in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0033] A preferred embodiment of the attitude control system of a cross-domain aircraft of the present invention is as follows: Figures 1 to 10 As shown, the attitude control system of the cross-domain aircraft includes a jet group, a storage tank 1, a vaporization unit, a control unit and a pressure component. The jet group includes a jet nozzle group 14 and a jet hole group corresponding to the jet nozzle group one by one. The jet nozzle group 14 is arranged on the aircraft body 16. The jet nozzle group 14, the storage tank 1, the vaporization unit and the pressure component are respectively connected to the control unit. The storage tank 1 is used to store the jet working fluid of the aircraft body 16.

[0034] Preferably, the storage tank 1 is a propellant tank of the aircraft body 16, and the jet working fluid is a liquid propellant of the aircraft body 16. The engine of the aircraft body 16 requires a cryogenic liquid propellant, such as liquid methane, etc. Using the liquid propellant directly as the jet working fluid helps to reduce the complexity of the attitude control system and reduce the structural quality. In other embodiments, nitrogen, helium, etc. can also be used as the jet working fluid, and an independent storage tank 1 can be added to the aircraft body 16.

[0035] The jet hole group includes a yaw jet hole group, a pitch and roll jet hole group and a lift jet hole group. A plurality of jet holes 15 are provided on the aircraft body 16. The plurality of jet holes form each jet hole group. The plurality of jet holes in each jet hole group is a hole matrix structure, and the jet holes in each group are arranged in a staggered manner. The jet medium is ejected through each jet nozzle of the jet nozzle group 14 and ejected to the outside of the aircraft body 16 through the jet hole 15. The jet hole 15 may be circular, rectangular or irregular.

[0036] The jet nozzle group 14 includes a yaw nozzle group 21, a pitch and flip nozzle group 22 and a lift-enhancing nozzle group 23. The yaw nozzle group 21, the pitch and flip nozzle group 22 and the lift-enhancing nozzle group 23 respectively include multiple jet nozzles, and each jet nozzle is evenly distributed in a matrix form. There are multiple jet holes 15 on the aircraft body 16, and the jet holes 15 correspond to the jet nozzles one by one. The control effects of the yaw nozzle group 21, the pitch and flip nozzle group 22 and the lift-enhancing nozzle group 23 are relatively independent.

[0037] Each jet nozzle is connected to an on-off valve 13, and the on-off valve 13 is connected to the control unit signal. The control unit is used to send an on-off signal to each on-off valve 13, and control the working state of each jet nozzle by controlling the on-off of each on-off valve 13. The control unit can realize individual control of each jet nozzle through each on-off valve 13, and can realize block control of the jet nozzle through the state combination of the on-off valve 13, thereby changing the state of the aircraft body 16.

[0038] The yaw nozzle group 21 is arranged at the tail of the aircraft body 16. The jet nozzles of the yaw nozzle group 21 are symmetrically arranged with the central axis of the aircraft body 16 as the symmetry axis, and the jet nozzles of the yaw nozzle group 21 are all arranged horizontally and the injection direction is perpendicular to the central axis of the aircraft body 16. The controller 17 controls the opening and closing of different jet nozzles of the yaw nozzle group 21, changes the injection position and thrust of the jet working medium, and can change the heading of the aircraft body 16. The yaw nozzle group 21 is used to control the heading of the aircraft body 16. In the axial direction of the aircraft body 16, the yaw nozzle group 21 is arranged at one end away from the center of mass of the aircraft body 16. In the vertical direction, the yaw nozzle group 21 is arranged at a position close to the center of mass of the aircraft body 16, which can minimize the overturning interference torque generated by the yaw nozzle group 21 when injecting the jet working medium, and avoid the overturning of the aircraft body 16 when changing the heading.

[0039] The pitch-flip nozzle group 22 is arranged at the tail of the aircraft body 16 and on the upper and lower surfaces of the aircraft body 16, respectively. The positions of the pitch-flip nozzle groups 22 on the upper and lower surfaces cannot completely overlap. The pitch-flip nozzle group 22 is symmetrically arranged with the central axis of the aircraft body 16 as the symmetry axis, and the jet nozzles of the pitch-flip nozzle group 22 are all arranged vertically and the injection direction is vertical. The controller 17 controls the opening and closing of different jet nozzles of the pitch-flip nozzle group 22, changes the injection position and thrust of the jet working medium, and can make the aircraft body 16 generate a pitch-flip torque. The pitch flip nozzle group 22 is used to control the flipping of the aircraft body 16. The pitch flip nozzle group 22 is arranged at a position far away from the central axis and center of mass of the aircraft body 16. For example, in a wing-body fusion aircraft, the pitch flip nozzle group 22 is arranged at the tail wing end of the aircraft body 16, which can reduce the coupling with the yaw nozzle group 21, and at the same time, it can also increase the force arm of the torque on the aircraft body 16 when the jet working fluid is ejected, thereby improving the efficiency of the pitch flip.

[0040] The lift-enhancing nozzle group 23 is arranged at the projection position of the mass center of the aircraft body 16 on the bottom surface. The arrangement direction of the jet nozzles of the lift-enhancing nozzle group is determined according to the needs of the specific aircraft. The controller 17 controls the opening and closing of different jet nozzles of the pitch and flip nozzle group 22, and can change the number of jet nozzles opened in the lift-enhancing nozzle group, thereby adjusting the lift. The lift-enhancing nozzle group 23 is used to control the height of the aircraft body 16. The lift-enhancing nozzle group is arranged at the projection position of the mass center. When the jet nozzle sprays the jet working fluid, the force of the jet working fluid on the aircraft body 16 only includes lift, and no additional torque is generated on the mass center, thereby avoiding resistance to the aircraft body 16.

[0041] In the pitch and roll nozzle group 22, the jet nozzles on the lower surface of the aircraft body 16 provide a head-down moment to the center of mass when spraying the jet working medium, and the jet nozzles on the upper surface provide a head-up moment to the center of mass when spraying the jet working medium. When the aircraft body 16 performs a pitching action, the jet nozzles on the upper and lower surfaces work separately. When the aircraft performs a rollover action, the jet nozzles on both sides of the central axis of the aircraft body 16 work together to ensure that the jet nozzles only generate a rollover moment without generating an unbalanced force in the vertical direction.

[0042] When the yaw nozzle group 21 is working, the jet fluid ejected from the jet nozzle will inevitably generate an unbalanced flipping moment on the aircraft body 16. Therefore, the pitch flip nozzle group 22 on both sides of the central axis of the aircraft body 16 cooperates with the yaw nozzle group 21 to balance the additional flipping moment generated by the yaw nozzle group 21. At the same time, since the positions of the jet nozzles of the pitch flip nozzle group 22 on the upper and lower surfaces of the aircraft body 16 do not completely overlap, the vertical unbalanced force generated by the pitch flip nozzle group 22 can be balanced to ensure that the aircraft body 16 changes its heading smoothly.

[0043] The storage tank 1 is connected to the jet nozzle group 14 through a delivery pipeline 8. The vaporization unit and the pressure assembly are arranged on the delivery pipeline 8. The storage tank 1, the vaporization unit, the pressure assembly and the jet nozzle group 14 are arranged in sequence along the flow direction of the jet working medium. The vaporization unit is used to convert the liquid jet working medium into a vapor state, and the pressure assembly is used to pressurize the jet working medium to increase the speed of the jet working medium during injection. A driving pump 3 is also arranged between the vaporization unit and the storage tank 1. A first one-way valve 2 is arranged between the driving pump 3 and the storage tank 1. The first one-way valve 2 is used to control the flow direction of the jet working medium to prevent the jet working medium in the driving pump 3 from flowing back. The driving pump 3 provides power for the flow of the jet working medium.

[0044] The vaporization unit includes a through valve 6 and a vaporizer 7 arranged on the delivery pipeline 8. The through valve 6 is connected to the control unit signal. The through valve 6 and the vaporizer 7 are arranged in parallel. A second one-way valve 5 is connected between the inlet of the vaporizer 7 and the delivery pipeline 8. The second one-way valve 5 prevents the jet working fluid from flowing back from the inlet of the vaporizer 7 to the delivery pipeline 8.

[0045] Preferably, the vaporizer 7 is a cooling system of the aircraft body 16, and the delivery pipeline 8 is connected to the cooling medium inlet and outlet of the cooling system, that is, the liquid propellant of the aircraft body 16 serves as the cooling medium of the cooling system. When the aircraft body 16 is flying, the liquid propellant enters the cooling system, and the liquid propellant absorbs heat to provide thermal protection for the aircraft body 16. At this time, the liquid propellant is heated and vaporized, which can simplify the structural complexity of the entire aircraft and reduce the weight of the aircraft. In other embodiments, a heating system can also be added as the vaporizer 7 to vaporize the jet working fluid.

[0046] The attitude control system of the cross-domain aircraft also includes a flow regulator 9, which is arranged between the pressure component and the vaporization unit. The flow regulator 9 is an electromagnetic valve. The flow regulator 9 is used to receive a signal from the control unit to adjust the flow of the jet working fluid, thereby adjusting the control force of the attitude control system.

[0047] There are three groups of pressure components, which are respectively connected to the yaw nozzle group 21, the pitch and roll nozzle group 22 and the lift nozzle group 23 of the jet nozzle group 14. The three groups of pressure components are all connected to the control unit signal, and the control unit controls the pressure components to pressurize the jet working fluid respectively. The structures of the three groups of pressure components are the same, and only one group of pressure components is used as an example for structural description.

[0048] The pressure assembly includes a pressure chamber 10 and a pressure sensor 11. The flow regulator 9 and the pressure chamber 10 are arranged in sequence along the flow direction of the jet working medium. The pressure chamber 10 is connected to each opening and closing valve 13 through multiple branch pipes 12. The opening and closing valves 13 correspond to the branch pipes 12 one by one, so as to realize the control of the opening and closing valves 13 respectively. The pressure chamber 10 is used to assist in the establishment of the total pressure of the jet working medium. The flow outlet of the pressure chamber 10 is a variable diameter hole with a gradually decreasing aperture. When the jet working medium flows out through the flow outlet of the pressure chamber 10, the pressure energy is converted into kinetic energy and the flow is accelerated. The role of the pressure chamber 10 is equivalent to the combustion chamber of a rocket engine. The pressure sensor 11 is connected to the control unit signal. The pressure sensor 11 is used to detect the pressure in the pressure chamber 10 and transmit the pressure signal to the control unit. The control unit controls the pressurization degree of the jet working medium by the pressure chamber 10 according to the pressure signal. When the pressure in the pressure chamber 10 is increased to a specified value, the jet working medium is ejected.

[0049] The control unit includes a controller 17, an attitude and track sensor, a temperature sensor 4 and an opening and closing valve 13. The attitude and track sensor, the temperature sensor 4 and the opening and closing valve 13 are all connected to the controller 17 through a signal transmission line 20. The attitude and track sensor is used to detect the attitude and flight trajectory of the aircraft body 16, and transmits the attitude and track signal of the aircraft body 16 to the controller 17. The controller 17 controls the state of each opening and closing valve 13 according to the attitude and track signal, thereby adjusting the attitude and flight trajectory of the aircraft body 16. The controller 17 is a flight control computer of the aircraft body 16. The attitude and track signal input terminal 18 and the control signal input terminal 19 are arranged on the flight control computer. The state of the aircraft body 16 detected by the attitude and track sensor is transmitted to the flight control computer through the attitude and track signal input terminal 18. The flight control signal given by the onboard computer is input into the flight control computer through the control signal input terminal 19. The flight control computer determines the aircraft trajectory of the aircraft body 16 according to the attitude and track signal and the flight control signal, and changes the attitude of the aircraft body 16.

[0050] The temperature sensor 4 is arranged at the inlet end of the vaporization unit. Preferably, the temperature sensor 4 is arranged at the confluence position of the inlet of the through valve 6 and the vaporizer 7 to detect the temperature of the jet working fluid. The temperature sensor 4 transmits the temperature signal of the jet working fluid to the controller 17. The controller 17 transmits the vaporization signal to the vaporization unit according to the temperature signal and selects the flow path of the jet working fluid. When the controller 17 determines that the temperature of the jet working fluid is higher than the set temperature, the through valve 6 opens, and the jet working fluid enters the pressure assembly through the through valve 6; when the controller 17 determines that the temperature of the jet working fluid is lower than the set temperature, the jet working fluid enters the vaporizer 7, the vaporizer 7 heats the jet working fluid, and the jet working fluid enters the pressure assembly after being heated.

[0051] The principle of the jet nozzle generating control force on the aircraft body 16 is as follows:

[0052] like Fig.10 As shown, when the jet medium is ejected through the jet nozzle and the jet hole 15, the aircraft is in the subsonic state, and the high-pressure jet gas interferes with the incoming flow field. After the jet medium is ejected, the gas expands to form a high-pressure area, increasing the pressure on the aircraft surface; when the aircraft is in the supersonic state, after the jet medium is ejected from the jet hole 15, the jet medium first expands rapidly, and the jet medium meets the supersonic incoming flow to form a high-pressure area, that is, a bow shock wave is generated. Then the airflow is divided into two paths, one of which merges with the supersonic incoming flow, and the other moves downward with the supersonic incoming flow, forming a high-pressure area on the aircraft surface, causing boundary layer separation, and the airflow moving upstream generates a larger clockwise rotating separation vortex, and the airflow moving downstream generates a smaller counterclockwise rotating separation vortex. The larger separation vortex upstream deflects the supersonic incoming flow to form a wedge-shaped separation shock wave. The interaction between the jet fluid and the incoming flow forms a strong shock wave upstream of the jet hole 15, which greatly improves the pressure distribution near the jet hole 15 on the surface of the aircraft body 16 and enhances the control force.

[0053] like Figure 8 As shown, this figure is a pressure state diagram of the body surface when the jet working fluid is injected. The horizontal axis is the axial distance (in meters), and the origin is the center of the jet hole 15; the vertical axis on the left is the pressure coefficient, which can reflect the surface pressure distribution of the aircraft body 16; the vertical axis on the right is the radial distance of the model (in meters). The thick solid line is the body contour curve, the square is the test measurement result, the double-dotted line is the pressure coefficient distribution curve when there is no jet, and the thin solid line is the pressure coefficient distribution curve when there is a jet. It can be seen from the figure that when there is a jet, a strong shock wave appears in front of the jet hole 15, causing a pressure peak. By reasonably arranging the jet nozzle and the position of the jet hole 15, the strong shock wave can be effectively utilized.

[0054] like Fig. 9As shown in the figure, this figure is the chord-wise pressure distribution curve at the position of 0.7 meters in the wing span of the aircraft. The horizontal axis is the distance from the tail of the aircraft (in meters), the left vertical axis is the pressure (in Pa), which can reflect the pressure distribution on the surface of the aircraft body 16, and the right vertical axis is the coordinate in the vertical direction of the body contour (in meters). The thick solid line is the contour line of the upper surface of the aircraft wing here, the dotted line is the pressure distribution curve at this position on the upper surface of the aircraft body 16 when the jet nozzle group 14 is not working, and the thin solid line is the pressure distribution curve at this position on the upper surface of the body when the jet nozzle group 14 is working. It can be seen that the jet has indeed affected the pressure distribution on the wing surface, and a huge pressure peak has been formed in front of the jet hole 15 group. As far as the aircraft as a whole is concerned, an available nose-up moment has indeed been generated. Assisted by the direct thrust generated by the jet nozzle, it together constitutes the control force provided by the attitude control system for the aircraft.

[0055] The working process of the present invention is as follows: when the aircraft is flying, the attitude and orbit sensor transmits the attitude and orbit signal of the aircraft body 16 to the controller 17 through the attitude and orbit signal input terminal 18, and the onboard computer inputs the flight control signal to the controller 17 through the control signal input terminal 19, and the controller 17 controls the first one-way valve 2 to open, the drive pump 3 to operate, and the jet working fluid enters the drive pump 3 through the storage tank 1, and the pressure of the jet working fluid increases; the temperature detector detects the temperature signal of the jet working fluid, and the temperature detector transmits the temperature signal to the controller 17, and the controller 17 determines the relationship between the temperature of the jet working fluid and the set value. When the temperature of the jet working fluid is higher than the set temperature, the through valve 6 is opened, and the jet working fluid enters the flow regulator 9 through the through valve 6, and the temperature of the jet working fluid increases. When the temperature is lower than the set temperature, the second one-way valve 5 opens, the jet working fluid enters the vaporizer 7 for heating, and then enters the flow regulator 9; the flow regulator 9 receives the signal of the controller 17 and adjusts the flow of the jet working fluid, the jet working fluid flows into the pressure chamber 10, the pressure chamber 10 pressurizes the jet working fluid and controls the total pressure of the jet working fluid at the same time, the pressure sensor 11 detects the pressure of the jet working fluid in the pressure chamber 10, and transmits it to the controller 17 through the signal transmission line 20; the jet working fluid passes through the branch pipe 12 and the opening and closing valve 13. According to the flight control signal given by the onboard computer, the controller 17 controls the corresponding opening and closing valve 13 to open, and the jet working fluid passes through the corresponding jet nozzle group 14 and the jet hole 15 to be ejected at supersonic speed to control the attitude of the aircraft.

[0056] In summary, an embodiment of the present invention provides an attitude control system for a cross-domain aircraft, wherein a jet nozzle group is arranged on the aircraft body, a jet hole group corresponding to the jet nozzle group is arranged on the aircraft body, a yaw nozzle group is arranged on the upper surface of the aircraft body, a pitch and roll nozzle group is arranged on the upper and lower surfaces of the aircraft body, respectively, and a lift-enhancing nozzle group is arranged on the lower surface of the aircraft body. When the aircraft body is flying across the domain at high speed, an attitude and trajectory sensor transmits the attitude and trajectory of the aircraft body to a controller, the controller controls the vaporization unit to start, vaporizes the jet working medium flowing out of the storage tank, and the controller controls different jet nozzle groups to be turned on, and the jet working medium is discharged by each jet nozzle group in a and jet hole group, and controls the heading, deflection and altitude of the aircraft body through the yaw nozzle group, the pitch and flip nozzle group and the lift-enhancing nozzle group respectively, and adjusts the flight state of the aircraft body; when the aircraft body is flying, the jet working fluid interferes with the external incoming gas after being ejected through the jet nozzle, and the jet working fluid forms a high-pressure area, which expands the overall influence range of the jet working fluid on the incoming flow, increases the area of ​​the pressure change region, increases the surface pressure of the aircraft body, and forms a larger surface pressure change. The jet nozzle can be effectively used to generate flight control force, and the thrust of the jet working fluid and the incoming flow jointly form the flight control force, thereby achieving the purpose of aircraft control based on virtual aerodynamic control surface technology.

[0057] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention. These improvements and substitutions should also be regarded as the scope of protection of the present invention.

Claims

1. An attitude control system for a cross-domain aircraft, It is characterized in that It includes a jet group, a storage tank, a vaporization unit and a control unit; The jet group includes a jet nozzle group and a jet hole group corresponding to the jet nozzle group one by one; the jet nozzle group includes a yaw nozzle group, a pitch and flip nozzle group and a lift-enhancing nozzle group, the jet hole group includes a yaw jet hole group, a pitch and flip jet hole group and a lift-enhancing jet hole group, the yaw jet hole group is arranged on the upper surface of the tail of the aircraft body, the pitch and flip jet hole group is arranged on the upper and lower surfaces of the tail of the aircraft body, and the lift-enhancing jet hole group is arranged on the lower surface of the aircraft body; A vaporization unit is arranged between the storage tank and the jet nozzle group, and the vaporization unit is connected to the jet nozzle group pipeline for vaporizing the jet working medium; The control unit includes a controller and an attitude and orbit sensor, wherein the attitude and orbit sensor is connected to the controller signal and is used to transmit the attitude and orbit signal of the aircraft body to the controller, and the control unit is connected to the vaporization unit circuit and is used to control the vaporization unit to vaporize the jet working medium and spray it from the jet nozzle group corresponding to the attitude and orbit signal according to the received aircraft attitude and orbit signal; The yaw nozzle group is arranged at one end away from the mass center of the aircraft body in the axial direction of the aircraft body, and the yaw nozzle group is arranged at a position close to the mass center of the aircraft body in the vertical direction; the pitch and roll nozzle group is arranged at a position away from the central axis and mass center of the aircraft body; the lift-enhancing nozzle group is arranged at the projection position of the mass center of the aircraft body on the bottom surface; When the aircraft is at supersonic speed, after the jet working fluid is ejected from the jet hole, the jet working fluid first expands rapidly, and the jet working fluid meets the supersonic incoming flow to form a high-pressure area, generating a bow shock wave, and then the airflow is divided into two paths, one airflow merges with the supersonic incoming flow, and the other airflow moves downward with the supersonic incoming flow to form a high-pressure area on the surface of the aircraft. When the aircraft body is flying, the jet working fluid interferes with the external incoming gas after being ejected through the jet nozzle, and the jet working fluid forms a high-pressure area, causing boundary layer separation, and the airflow moving upstream generates a clockwise rotating separation vortex, and the airflow moving downstream generates a counterclockwise rotating separation vortex. The upstream separation vortex deflects the supersonic incoming flow to form a wedge-shaped separation shock wave.

2. The attitude control system of the cross-domain aircraft according to claim 1, It is characterized in that The jet hole groups are of a hole array structure, and the jet holes of each group are arranged in a staggered manner.

3. The attitude control system of the cross-domain aircraft according to claim 1, It is characterized in that The posture control system further comprises a flow regulator connected to the jet nozzle group, the flow regulator is arranged between the jet nozzle group and the vaporization unit, and the flow regulator is connected to the controller signal.

4. The attitude control system of the cross-domain aircraft according to claim 1, It is characterized in that The vaporization unit comprises a through valve, a vaporizer and a temperature sensor arranged in parallel with the through valve. A one-way valve is also arranged at the inlet end of the vaporizer. The temperature sensor is connected to the controller signal.

5. The attitude control system of the cross-domain aircraft according to claim 4, It is characterized in that The carburetor is a cooling system for the aircraft body.

6. The attitude control system of the cross-domain aircraft according to claim 1, It is characterized in that The attitude control system also includes a pressure component. The pressure components include three groups and are connected to the yaw nozzle group, the pitch and roll nozzle group and the lift-enhancing nozzle group respectively. Each group of pressure components is connected to the control unit signal.

7. The attitude control system of the cross-domain aircraft according to claim 6, It is characterized in that The pressure assembly includes a pressure chamber for establishing a total jet pressure and a pressure sensor for detecting the pressure in the pressure chamber, wherein the pressure sensor is connected to the controller.

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