Intelligent Balanced Allocation Method for Control Quantities of Planar Distributed Multi-Propulsion Mechanisms

Abstract

This invention provides an intelligent balanced allocation method for control quantities of multiple propulsion mechanisms distributed in a planar manner. It addresses the balanced allocation of control quantities for multiple propulsion mechanisms whose equivalent force points are not collinear within the installation plane. After determining relevant parameters, a constraint formula is established using a truncated cylindrical model, assuming the endpoints of the control quantity vectors of each propulsion mechanism are coplanar. Based on the conversion relationship between control quantity and thrust, and combined with the equality relationship between the sum of the thrust torques of each propulsion mechanism and the target correction torque, the unknown quantities in the constraint formula are solved. This yields the calculation formulas for the control quantities of the propulsion mechanisms regarding the lever arm and central angle. Substituting the corresponding lever arm and central angle values ​​for each propulsion mechanism sequentially, the final balanced allocation result of the control quantities is obtained. This ensures that the control quantities of each propulsion mechanism meet the requirements of the target total thrust and the target correction torque. The allocation process is accurate and efficient, while also guaranteeing the balance of the allocation result, reducing equipment damage, and extending service life.

Description

Technical Field

[0001] This invention relates to the field of balanced control allocation, and more specifically to a method for intelligent balanced allocation of control quantities for planar distributed multi-propulsion mechanisms. Background Technology

[0002] In recent years, with the continuous development of automation and intelligent technologies in the engineering field, considering factors such as efficiency and cost, more and more equipment is gradually shifting from manual operation to automated control. For some high-power equipment, how to allocate control quantities such as thrust, hydraulic pressure, and fuel flow in the propulsion system to achieve the target posture is a crucial aspect. For example, equipment such as rockets that rely solely on multiple sets of vertically jetting propulsion engines for directional control, hydraulic presses driven by multiple cylinders, and tunnel boring machines propelled by multiple cylinders need to allocate control quantities to multiple propulsion mechanisms whose equivalent force points are not collinearly distributed in the plane, while meeting the target total thrust and target torque, and taking into account the geometric positions of each redundant propulsion mechanism in the system. At the same time, to improve operational safety and extend service life, it is also necessary to meet the requirement of balanced control quantity allocation, so that the amount allocated to adjacent propulsion mechanisms is relatively small.

[0003] Taking a tunnel boring machine (TBM) as an example, its motion has three degrees of freedom: pitch, yaw, and translation. However, the number of propulsion cylinder groups is far greater than three, resulting in the problem of hydraulic cylinder overdrive. To achieve the mechanical properties of the TBM, it is necessary to coordinate and distribute the thrust or hydraulic pressure of the redundant propulsion cylinder groups. This problem is similar to the redundancy problem encountered in aviation, marine, and automotive fields, and is called the control distribution problem.

[0004] To adjust the tunnel boring machine's (TBM) attitude towards the target attitude or planned trajectory, the intensity and direction of the corrective torque can be adjusted by regulating the hydraulic pressure / thrust of each propulsion cylinder in the TBM's propulsion system, thereby achieving the purpose of TBM attitude correction. However, under the same total thrust and corrective torque conditions, the number of possible combinations of hydraulic pressure / thrust values ​​for each zone is numerous. In engineering construction, this is usually controlled by the operator based on experience and habits. Different operators have different operating techniques, resulting in significant differences in the allocation of zone control values ​​under the same conditions, which cannot provide a useful reference for the development of automatic / intelligent TBM attitude control technology.

[0005] The main algorithms for solving the control allocation problem at present are:

[0006] (1) Explicit Combination Method: The explicit combination method uses a pre-designed combination of multiple actuators to produce individual control effects. This method is easy to implement in engineering and is suitable for overdriven systems with obvious and limited combination methods. However, it cannot effectively handle constraints or optimize performance. When an actuator fails, the designed combination scheme will fail. It does not have the ability to adaptively redistribute and is not suitable for systems with high redundancy.

[0007] This method requires pre-setting combination patterns to generate a single control action. However, for the distribution of control variables in a propulsion system, the thrust and corrective torque are continuous within the feasible range, and the changes in control variables such as thrust and hydraulic pressure of each propulsion mechanism are also stable and continuous. It is difficult to design countless combinations of control variables for multiple propulsion mechanisms within the feasible region using the "explicit combination method" to achieve continuously varying target thrust and torque. Therefore, the explicit combination method is not suitable for solving the problem of propulsion system control variable distribution.

[0008] (2) Chain-based control allocation method: Assuming the system's actuators are hierarchical, the core idea of ​​the chain-based control allocation method is to quickly activate the next level actuator if the previous level is saturated, in order to compensate for the required control quantity. The chain-based control allocation algorithm has the advantages of simple engineering implementation, fast allocation speed, and reliable use. However, it also has a significant drawback: it can easily lead to actuator saturation.

[0009] This method can easily cause the thrust of the first-acting propulsion mechanism to reach its limit, which is unacceptable in the operation of equipment such as tunnel boring machines. Therefore, the cascade chain method is not suitable for solving control quantity allocation problems.

[0010] (3) Direct allocation method: The direct allocation method was proposed by Duaham and is a geometric algorithm. Its process is as follows: Given a control pseudo-instruction W, a suitable control input *R is first obtained so that the pseudo-control input W* = LR*, and the magnitude is maximized in the W direction.

[0011] Bodson transforms direct assignment into solving an optimization problem, given α, R*, and solves it:

[0012]

[0013] The direct allocation algorithm aims to maximize the magnitude of the allocation result in the desired direction, and requires optimization problem-solving methods, which is cumbersome and not accurate enough.

[0014] (4) Generalized Inverse Allocation Method: The generalized inverse control allocation algorithm introduces the minimum norm constraint, which can be expressed as:

[0015]

[0016] The explicit solution to this equation is R = L + W, where L + =L T (LL T ) -1 It is the pseudo-inverse matrix of L.

[0017] This method solves the motion of each actuator through generalized inverse calculation, aiming to minimize the overall output of the actuators. However, when the propulsion mechanism is unevenly distributed—with large differences in lever arms—it can ensure that the allocation result meets the requirements of total thrust and torque, but it cannot guarantee that the allocation result is balanced (the propulsion mechanism allocated to the maximum thrust / hydraulic pressure may be adjacent to the propulsion mechanism with the minimum thrust / hydraulic pressure). Such an allocation result poses a potential risk to the object subjected to thrust.

[0018] In traditional control allocation algorithms, besides those listed above, there is a fixed-point iterative algorithm proposed by Burken for solving the weighted optimal control allocation problem. This algorithm is similar to the gradient search iterative algorithm and has global convergence, but it may be slow if the given instruction is unreachable. Petersen and Bodson proposed an interior-point algorithm for solving quadratic programming problems. This method converges uniformly and the relative distance to the optimal solution is known. There are also effective set algorithms for solving small to medium-sized quadratic programming problems. Both interior-point and effective set algorithms transform the control allocation problem into a quadratic programming problem. These algorithms are simply different methods for solving quadratic programming problems, both aiming to find the optimal solution that satisfies the objective function and constraints. Using quadratic programming to solve control allocation problems generally aims to minimize the objective function under constraints. This approach can achieve the allocation of control quantities for each propulsion mechanism that satisfies the target total thrust and correction torque, but it cannot guarantee a balanced allocation result, especially for non-uniformly distributed propulsion mechanisms. Summary of the Invention

[0019] This invention is made to solve the above-mentioned problems, and its purpose is to provide a method for intelligent and balanced allocation of control quantities of multiple propulsion mechanisms with planar distribution.

[0020] To achieve the above objectives, the present invention provides the following technical solution:

[0021] A planar distributed multi-propulsion mechanism control quantity intelligent equalization allocation method is used to evenly allocate control quantities among multiple propulsion mechanisms whose equivalent force points are not collinear within an installation plane, wherein the thrust direction of each propulsion mechanism is perpendicular to the installation plane, comprising:

[0022] Step S1: Determine the number of propulsion mechanisms n. Within the equivalent force distribution area of ​​the n propulsion mechanisms, establish an xOy coordinate system with any point as the origin O, any direction as the x-direction and the direction perpendicular to the x-direction as the y-direction in the propulsion mechanism installation plane. Obtain the lever arm and central angle of the equivalent force point of each propulsion mechanism relative to the origin O. Determine the first target correction torque M of all propulsion mechanisms relative to the origin O. x The second target correction torque M y The total control quantity F to be achieved t And the conversion relationship between the control quantities to be allocated and the thrust;

[0023] Step S2: Using the mathematical model of the oblique cylinder, derive the geometric constraints that the length of the line segment whose position of the equivalent force point of each propulsion mechanism is parallel to the axis of the oblique cylinder and is intercepted by the end face of the oblique cylinder should meet. Then, map the geometric constraints that the length of the intercept line in the mathematical model of the oblique cylinder should meet to the vector distribution model of the control quantity, and derive the constraint formula that should be satisfied when the endpoints of the control quantity vectors of each propulsion mechanism are coplanar.

[0024] Step S3: Based on the conversion relationship between the control quantity and thrust allocated according to the requirements, and considering that the sum of the torques of the thrust of each propulsion mechanism in the x-direction equals the first target correction torque M, x The sum of the moments in the y-direction equals the resultant moment M of the second target correction force. y By solving the unknown quantities in the constraint formula and substituting them into the constraint formula, the control quantities of each propulsion mechanism with respect to the corresponding lever arm and central angle are obtained.

[0025] Step S4: Substitute the lever arm and central angle corresponding to each propulsion mechanism in sequence to calculate the control quantity of each propulsion mechanism and obtain the balanced control distribution result.

[0026] Furthermore, if the required control quantity is thrust, in step S2, the geometric constraints that the sectional length in the mathematical model of the oblique cylindrical section should meet are mapped to the distribution model of each thrust vector, so as to obtain the thrust F of the i-th propulsion mechanism when the endpoints of each thrust vector are coplanar. i The constraints that must be satisfied are: In the formula, r i Let θ be the lever arm corresponding to the equivalent force point of the i-th propulsion mechanism. i Let α be the central angle corresponding to the equivalent force point of the i-th propulsion mechanism, α be the direction angle of the projection of the major semi-axis of the elliptical oblique section in the mathematical model of the oblique cylindrical section onto the installation plane, and tanβ be the inclination of the target plane where the endpoint of each thrust vector is located.

[0027] Furthermore, in step S3, the sum of the torques of the thrust of each propulsion mechanism in the x-direction equals the first target correction torque M.x The sum of the moments in the y-direction equals the resultant moment M of the second target correction force. y Given the equality relationship, write a system of equations:

[0028]

[0029] Right now:

[0030]

[0031] make:

[0032]

[0033] Solving for:

[0034]

[0035] Furthermore, if the control quantity to be allocated is hydraulic pressure, in step S1, the conversion relationship between the control quantity and thrust is: F i =K i P i In the formula, F i K represents the thrust of the i-th propulsion mechanism. i Let P be the thrust-hydraulic pressure conversion coefficient of the i-th propulsion mechanism. i Let be the hydraulic pressure of the i-th propulsion mechanism.

[0036] Furthermore, in step S2, the geometric constraints that the truncated section length in the mathematical model of the oblique truncated cylinder should meet are mapped to each hydraulic pressure vector distribution model, resulting in the constraint condition that the hydraulic pressure of the i-th propulsion mechanism should satisfy when the endpoints of each hydraulic pressure vector are coplanar: In the formula, r i Let θ be the lever arm corresponding to the equivalent force point of the i-th propulsion mechanism. i Let α be the central angle corresponding to the equivalent force point of the i-th propulsion mechanism, α be the direction angle of the projection of the major semi-axis of the elliptical oblique section in the mathematical model of the oblique cylindrical section onto the installation plane, and tanβ be the inclination of the target plane where the endpoint of each control vector is located.

[0037] Furthermore, in step S3, based on the conversion relationship between the control quantity and thrust allocated according to need, and considering that the sum of the torques of the thrust of each propulsion mechanism in the x-direction equals the first target correction torque M, x The sum of the moments in the y-direction equals the resultant moment M of the second target correction force. y Given the equality relationship, write a system of equations:

[0038]

[0039] Right now:

[0040]

[0041] make:

[0042] Solving for:

[0043]

[0044] The present invention has the following beneficial effects:

[0045] 1. The present invention provides an intelligent balanced allocation method for control quantities of multiple propulsion mechanisms distributed in a planar manner. By allocating the control quantities of n propulsion mechanisms of a tunnel boring machine, the method ensures that these n control quantities satisfy a given target total thrust F. t The first target correction torque M x And the second target correction torque M y At the same time, the allocation of n control quantities conforms to the requirement of balance in geometric space, that is, the endpoints of all control quantity vectors are coplanar, so as to achieve uniform control quantity gradients of each propulsion mechanism after allocation and obtain the optimal allocation result.

[0046] 2. The intelligent balanced distribution method for control quantities of multiple propulsion mechanisms in the planar distribution of the present invention results in a smaller difference in thrust between adjacent propulsion mechanisms, which can effectively reduce the bending moment of the object acting on the thrust at the thrust interface, thereby reducing damage to equipment and facilities and extending service life.

[0047] 3. The planar distributed multi-propulsion mechanism control quantity intelligent balanced allocation method of the present invention obtains the optimal control quantity allocation result accurately and efficiently through theoretical calculation. It is applicable to equipment such as rockets that rely solely on multiple sets of vertically jetting propulsion engines to control the direction, hydraulic presses driven by multiple cylinders, and tunnel boring machines propelled by multiple cylinders. It can provide a basis for balanced allocation of control quantities in engineering applications and lay the technical foundation for automatic / intelligent control of equipment attitude. Attached Figure Description

[0048] Figure 1 This is a flowchart of the intelligent balanced allocation method for control quantities of multiple propulsion mechanisms with planar distribution in Embodiment 1 of the present invention;

[0049] Figure 2 This is a schematic diagram of the tunnel boring machine's zonal distribution in Embodiment 1 of the present invention;

[0050] Figure 3 This is a schematic diagram of the mathematical model of the oblique-section cylinder in Embodiment 1 of the present invention;

[0051] Figure 4 This is a simulation diagram of the thrust vector spatial distribution in Embodiment 1 of the present invention;

[0052] Figure 5This is a simulation diagram of the thrust distribution effect in Embodiment 1 of the present invention;

[0053] Figure 6 This is a simulation diagram of the oil pressure vector spatial distribution in Embodiment 1 of the present invention;

[0054] Figure 7 This is a simulation diagram of the oil pressure distribution effect in Embodiment 1 of the present invention;

[0055] Figure 8 This is a schematic diagram of the shield tunneling machine's zonal distribution in Embodiment 2 of the present invention;

[0056] Figure 9 This is a schematic diagram of the mathematical model of the oblique-section cylinder in Embodiment 2 of the present invention;

[0057] Figure 10 This is a simulation diagram of the control vector space distribution in Embodiment 2 of the present invention;

[0058] Figure 11 This is a simulation diagram of the control quantity allocation effect in Embodiment 2 of the present invention;

[0059] Figure 12 This is a simulation diagram of the oil pressure vector spatial distribution in Embodiment 2 of the present invention;

[0060] Figure 13 This is a simulation diagram of the oil pressure distribution effect in Embodiment 2 of the present invention. Detailed Implementation

[0061] To make the technical means, creative features, objectives and effects of this invention easier to understand, the following embodiments, in conjunction with the accompanying drawings, specifically illustrate the intelligent balanced allocation method for control quantities of planar distributed multi-propulsion mechanisms of this invention.

[0062] <Example 1>

[0063] like Figure 1 As shown, the intelligent balanced allocation method for control quantities of planar distributed multi-propulsion mechanisms in this embodiment includes the following steps:

[0064] Step S1: Determine the number of propulsion mechanisms n. Within the equivalent force distribution area of ​​the n propulsion mechanisms, establish an xOy coordinate system with any point as the origin O, any direction as the x-direction and the direction perpendicular to the x-direction as the y-direction in the propulsion mechanism installation plane. Obtain the lever arm and central angle of the equivalent force point of each propulsion mechanism relative to the origin O. Determine the first target correction torque M of all propulsion mechanisms relative to the origin O. x The second target correction torque M y The total thrust F to be achieved t And the conversion relationship between the control quantities to be allocated and the thrust;

[0065] Step S2: Using the mathematical model of the oblique cylinder, derive the geometric constraints that the length of the line segment whose position of the equivalent force point of each propulsion mechanism is parallel to the axis of the oblique cylinder and is intercepted by the end face of the oblique cylinder should meet. Then, map the geometric constraints that the length of the intercept line in the mathematical model of the oblique cylinder should meet to the vector distribution model of the control quantity, and derive the constraint formula that should be satisfied when the endpoints of the control quantity vectors of each propulsion mechanism are coplanar.

[0066] Step S3: Based on the conversion relationship between the control quantity and thrust allocated according to the requirements, and considering that the sum of the torques of the thrust of each propulsion mechanism in the x-direction equals the first target correction torque M, x The sum of the moments in the y-direction equals the resultant moment M of the second target correction force. y By solving the unknown quantities in the constraint formula and substituting them into the constraint formula, the control quantities of each propulsion mechanism with respect to the corresponding lever arm and central angle are obtained.

[0067] Step S4: Substitute the lever arm and central angle corresponding to each propulsion mechanism in sequence to calculate the control quantity of each propulsion mechanism and obtain the balanced control distribution result.

[0068] Furthermore, in step S1, to facilitate calculation, the origin can be established by specifically solving for equivalent force points that conform to a particular distribution law, for example:

[0069] a. Control Target Method – First, determine the equivalent force application point position of each actuator. Based on the control requirements of the manipulated object or the mechanical characteristics of the object, select the center point in the dynamic plane as the origin of the coordinate system.

[0070] b. Average value method - Randomly establish a coordinate system, obtain the coordinates of each equivalent force point in the coordinate system, and take the average value of each point as the origin of the coordinate system.

[0071] c. Special Graphical Method – If there is no clear center point, and the equivalent force application points have obvious geometric distribution characteristics, the specific equation of the graphic can be obtained through data fitting, and its centroid, centroid, and other geometric centers can be calculated as the origin of the coordinate system. For example, for equivalent force application points that conform to a circular / concentric circle distribution, the center of the obtained circle can be used as the origin of the coordinate system through circle fitting.

[0072] d. Fermat point method – By solving for the coordinates of the point in the plane that minimizes the sum of distances to all equivalent force points (Fermat point), a coordinate system is established using this point as the origin.

[0073] In addition, in practical applications, the coordinate axis direction that conforms to usage habits can be established according to the actual control requirements or the coordinate system of the controlled object itself.

[0074] The intelligent balanced allocation method for control quantities of multiple propulsion mechanisms distributed in a planar manner in this invention targets a propulsion system comprising multiple propulsion mechanisms whose corresponding equivalent force points are not collinearly distributed within the installation plane. The thrust direction of all propulsion mechanisms is perpendicular to the installation plane, and the endpoints of the control quantity vectors of each propulsion mechanism are coplanar, meaning that the control quantity allocation satisfies the requirement of balance. In this embodiment, the propulsion system of a tunnel boring machine is used as an example for specific explanation.

[0075] like Figure 2 , 3 As shown, the tunnel boring machine propulsion system includes multiple zones with equivalent force points distributed non-linearly in the plane. Each zone includes several parallel propulsion cylinder groups. Each zone is considered as a propulsion mechanism, and the thrust of that zone can be adjusted by individually regulating the zone's hydraulic pressure (i.e., the direct control quantity).

[0076] In this embodiment, since the mounting plane of the tunnel boring machine's propulsion cylinder group is a circular surface perpendicular to the thrust direction, according to usage habits, the resultant torque generated by all propulsion cylinder groups is usually described by horizontal correction torque and vertical correction torque. Therefore, a coordinate system is established from the perspective of the observer facing the tunneling direction, with the center O1 of the propulsion cylinder mounting plane (i.e., the center of the circular surface) as the origin O, the positive direction of the y-axis pointing from the center O1 to the zenith (vertical direction), and the positive direction of the x-axis perpendicular to the y-axis pointing to the right (horizontal direction).

[0077] Assuming the number of propulsion mechanisms, i.e. the number of shield machine sections, is n (n≥3), and the lever arm corresponding to the equivalent force point (center of the cylinder group root) of the i-th section of the shield machine is r. i The thrust F of the i-th partition on the tunnel boring machine i Total thrust F to be achieved t Relationship satisfies The target correction torques that all propulsion mechanisms are expected to achieve in the horizontal (x-direction) and vertical (y-direction) directions are respectively the first target correction torque M. x The second target correction torque M y The conversion relationship between directly controlled zone hydraulic pressure and indirectly controlled zone thrust is: F i =K i P i =n i KP i , of which F i P is the thrust of the i-th partition. i Let K be the oil pressure of the i-th partition. i Let n be the thrust-hydraulic pressure conversion coefficient for the i-th partition. i Let K be the number of cylinder groups in the i-th partition, and K be the thrust-hydraulic pressure conversion coefficient for a single cylinder group. In practical applications, the value of K is determined based on the configuration of the tunnel boring machine's hydraulic system, and is taken as K = F. max / P max F max For a single hydraulic cylinder to reach its maximum oil pressure P max The corresponding maximum thrust that can be achieved at that time.

[0078] Based on the xOy coordinate system, a z-axis is established, with its direction aligned with the propulsion direction. Using the center O1 of the shield machine's propulsion cylinder mounting plane as the center of the reference circle, and the distance R from the equivalent force point of the section (propulsion mechanism) furthest from O1 to the center as the radius of the reference circle, the target plane containing the vertex of the control vector corresponding to each section (propulsion mechanism) is used as the oblique section, thus establishing an oblique cylindrical model. The center of the ellipse obtained by the intersection of the circumferential surface and the target plane is denoted as O2. The highest point of the oblique cylindrical model is denoted as C. The generatrix passing through point C intersects circle O1 at point B. The plane O1O2CB is the symmetry plane of the oblique cylindrical model, and the angle between this plane and the positive X-axis is denoted as α. α is the direction angle of the projection O1B of the major semi-axis O2C of the elliptical oblique section in the installation plane. The angle between the elliptical surface O2 and the circular surface O1 of the oblique cylindrical model is denoted as β. Let I be the equivalent force-bearing point of any section (propulsion mechanism) within the reference circle O1. A straight line IJ, parallel to the axis of the obliquely truncated cylinder, intersects the elliptical surface at point J. A ray is drawn from point O1 through point I, intersecting circle O1 at point A. The angle between ray O1A and the positive X-axis is θ. i A straight line AG, parallel to the axis of the obliquely truncated cylinder, is drawn from point A and intersects the elliptical surface at point G. A line segment JK, parallel to O2D, is drawn from point J and intersects AG at point K.

[0079] By analogy, we can obtain the correspondence between the mathematical model of the oblique cylinder and the vector distribution model of the control quantities of each zone (propulsion mechanism): the magnitude of the control quantity allocated to each zone (propulsion mechanism) is equal to the length of the line segment whose position of the corresponding equivalent force point is parallel to the axis of the oblique cylinder and is intercepted by the end face of the oblique cylinder. i θ is the distance from the equivalent force-bearing point of the i-th section (propulsion mechanism) to the center O1, i.e., the lever arm of the i-th section (propulsion mechanism); i Let θ be the central angle corresponding to the equivalent force point of the i-th partition (propulsion mechanism), and tanβ be the inclination of the target plane where the endpoint of the control vector of each partition (propulsion mechanism) is located.

[0080] Figure 3Given |AG|=|AD|+|DG|, where |AD|=|O1O2|, we know that if line segment O1O2 is known, we only need to find the length of line segment DG to calculate the length of AG. Since plane O1O2CB is perpendicular to both the circular and elliptical end faces of the obliquely truncated cylinder, and planes AHFG, O1O2CB, and the plane containing circle O1 are mutually perpendicular, quadrilateral AHFG is a rectangle. Furthermore, quadrilateral DEFG is also a rectangle, therefore |DG|=|EF|. The length of line segment EF can be solved within △EO2F using the formula |EF|=|O2E|·tanβ. In rectangle O1O2EH, |O2E|=|O1H|, and the length of line segment O1H can be solved within △O1HA using the formula |O1H|=|O1A|·cos(θ). i -α) Solution. Therefore, through derivation, the geometric constraint that the length of the generatrix AG of the obliquely truncated cylinder should satisfy is: |AG|=|O1O2|+R·cos(θ) i -α)·tanβ.

[0081] It is easy to see that |IJ|=|AK|=|AG|-|GK|. Let ∠GJK=∠GO2D=γ, then in right angles ΔGJK and ΔGO2D: |GK|=|JK|·tanγ. In rectangle AIJK, |JK|=|AI|=Rr. i Therefore, |GK|=(Rr i )·cos(θ i -α)·tanβ.

[0082] Since it has been derived that |AG|=|O1O2|+R·cos(θ) i -α)·tanβ, then we have:

[0083]

[0084] Therefore, for a given obliquely truncated cylinder, the geometric constraint that the length of the line segment IJ, which lies between the generatrix AG and the axis O1O2, is parallel to the axis O1O2, and is intercepted by the end face, must satisfy is:

[0085] l i =|IJ|=|O1O2|+r i ·cos(θ i -α)·tanβ.

[0086] By mapping the geometric constraints that the truncated section length in the mathematical model of the oblique cylindrical section to the control vector distribution model, the constraint conditions that the control quantities corresponding to each propulsion mechanism should satisfy when the endpoints of each control vector are coplanar are derived.

[0087] Specifically, if the control quantity to be allocated is the tunnel boring machine's zone thrust, the magnitude of the zone (propulsion mechanism) thrust is correlated with the length of the intercept line at the equivalent force-bearing point of that zone (propulsion mechanism). The sum of the thrusts of each zone (propulsion mechanism) is equal to the target total thrust. Assuming the reference thrust F... b This is a virtual vector aligned with the thrust vector of each propulsion mechanism. Its starting point is at the origin O, and its ending point is at the center O2 of the elliptical inclined section where the thrust vectors of each propulsion mechanism converge. Numerically, F... t =L t F b =|O1O2|, then the thrust corresponding to each partition (propulsion mechanism) should satisfy the constraint condition: F i =F b +r i ·cos(θ i -α)·tanβ.

[0088] Further derivation shows that the sum of the lengths of the intercepts at the equivalent force points of the n sections (propulsion mechanisms) is L. t It can be represented as: Therefore, we can obtain the relationship between the length of the oblique cylindrical axis segment and the sum of the lengths of the sections corresponding to the equivalent stress points of each zone (propulsion mechanism):

[0089]

[0090] By mapping the geometric constraints that the sum of the axis length and the sectional lengths of the equivalent force-bearing points in each section (propulsion mechanism) of the oblique cylindrical mathematical model should meet to the thrust vector distribution model, the reference thrust is obtained. The constraints that the thrust of each zone (propulsion mechanism) should satisfy are specified as follows:

[0091] Furthermore, the sum of the thrust moments of each propulsion mechanism in the x-direction equals the resultant torque M for correcting the first target. x The sum of the moments in the y-direction equals the resultant moment M of the second target correction force. y Given the equality relationship, write a system of equations:

[0092] Right now:

[0093]

[0094] make:

[0095] The above expression can then be simplified to:

[0096] Solving for:

[0097] Furthermore, we can obtain:

[0098] Substituting the solved α and tanβ into the constraint formula, we obtain the thrust F of the i-th propulsion mechanism. i Regarding variable r i and θ i The calculation formula. Finally, the r values ​​corresponding to all partitions (propulsion mechanisms) are calculated sequentially. i and θ i Substituting the numerical values ​​into the calculation formula yields the final thrust balance distribution result.

[0099] If the control quantity to be allocated is the shield machine zone hydraulic pressure, similarly, the zone hydraulic pressure magnitude is correlated with the length of the intercept line at the equivalent stress point position of that zone, then P i =P b +r i ·cos(θ i -α)·tanβ, where the reference oil pressure P b This is a virtual vector that is consistent with the direction of the hydraulic pressure vector of each zone. Its starting point is located at the origin O, and its ending point is located at the center O2 of the elliptical inclined section where the endpoint of the hydraulic pressure vector of each zone is located.

[0100] Based on the fact that the sum of the thrust of each propulsion section (propulsion mechanism) equals the target total thrust, we can obtain:

[0101]

[0102] The reference oil pressure is obtained:

[0103]

[0104] The constraints that the hydraulic pressure of each zone (propulsion mechanism) should meet are specified as follows:

[0105]

[0106] Furthermore, based on the conversion relationship between the control quantity and thrust allocated according to needs, and considering that the sum of the torques of the thrust of each propulsion mechanism in the x-direction equals the first target correction torque M, x The sum of the moments in the y-direction equals the resultant moment M of the second target correction force. y Given the equality relationship, write a system of equations:

[0107]

[0108] Right now:

[0109]

[0110] make:

[0111] but

[0112] Furthermore, we get:

[0113]

[0114] Substituting the solved α and tanβ into the constraint formula, we obtain the oil pressure P of the i-th propulsion mechanism. i Regarding variable r i and θ i The calculation formula. Finally, the r values ​​corresponding to all partitions (propulsion mechanisms) are calculated sequentially. i and θ i Substituting the numerical values ​​into the calculation formula yields the final result of balanced oil pressure distribution.

[0115] To verify the thrust distribution effect of this method, a simulation experiment was conducted: Taking a 9-meter-class tunnel boring machine (TBM) as an example, the TBM propulsion system contains 19 sets of hydraulic cylinders. Each set of cylinders contains two cylinders, which are physically connected to the top of the cylinder extension rod via support shoes. The thrust-hydraulic pressure conversion coefficient for a single cylinder set is K = 2*(2000-0) / (35-0), unit: kN / MPa. The parameters of the 19 sets of cylinders are shown in the table below.

[0116]

[0117]

[0118] The 19 sets of hydraulic cylinders are divided into 6 zones (i.e., the number of propulsion mechanisms n=6), and the parameters corresponding to each zone are as follows:

[0119] Upper partition 0.00 0.00 3.81 3.81 Top right partition 0.99 3.19 2.08 3.81 Bottom right partition 1.98 3.49 -1.53 3.81 Sub-partition 3.14 0.00 -3.69 3.69 Bottom left partition 4.30 -3.49 -1.53 3.81 Top left partition 5.29 -3.19 2.08 3.81

[0120] Based on the above parameters, with total thrust F t =22489kN, the first target correction torque Mx = -13493.4kN·m, and the second target correction torque My = -17991.2kN·m are used as target values ​​for thrust equalization distribution. The distribution results are simulated, and the simulation results of the thrust vector space distribution are as follows: Figure 4As shown, the thrust values ​​for the six assigned zones are: 4919.48888452, 3395.03913367, 2130.24713472, 2483.48168012, 4238.45631465, and 5322.28685232, in kN. The allocation results were verified through calculation: the sum of the thrusts of each zone was calculated to be 22489.0 kN, equal to the target total thrust; multiplying the thrust of each zone by the coordinates of its corresponding equivalent force point yielded horizontal and vertical correction moments of -13493.400000000005 kN·m and 17991.19999999999 kN·m, respectively, which are consistent with the first and second target correction moments (the extremely small error caused by precision loss during computer calculations is negligible). The thrust distribution direction angle is -0.74906724, the moment direction angle is -0.64350111, and the plane tilt angle is -1.57304871, all in rad.

[0121] With a radius of 1m, the equivalent point of application of the total thrust revolves around the center of the mounting plane of the propulsion cylinder. The corresponding corrective torque changes with this equivalent point of application, and can be calculated using the following formula:

[0122] Correction torque Where ω∈(0,2π), r=1m,

[0123] Using the total thrust and correction torque corresponding to each point mentioned above as target values, thrust allocation is performed in different zones, and the simulation results are as follows: Figure 5 As shown. Therefore, it can be seen that the center of force moves along the circumference while the total thrust remains constant, and the distribution result satisfies the target total thrust F. t Requirements; verify the torque calculated based on the allocation results against the target correction torque M. x M y The difference is close to zero. Therefore, the simulation results verify that the intelligent balanced allocation method for control quantities of the planar distributed multi-propulsion mechanism of the present invention can meet the thrust allocation requirements.

[0124] To verify the effectiveness of the hydraulic pressure distribution method, a simulation experiment was conducted: Hydraulic pressure was evenly distributed using the same shield machine configuration parameters and distribution target as in the thrust simulation experiment of this embodiment. The distribution results were simulated, and the simulation results of the hydraulic pressure vector space distribution are as follows: Figure 6As shown, the oil pressures allocated to the six zones are 14.70446043, 9.92416454, 5.53585978, 6.14874373, 11.68480322, and 15.54530372, in MPa. The allocation results were verified through calculation: the sum of the thrusts of each zone was calculated to be 22489.0 kN, equal to the target total thrust; multiplying the thrust of each zone by the coordinates of its corresponding equivalent force point yielded horizontal and vertical correction moments of -13493.400000000001 kN·m and 17991.2 kN·m, respectively, which conform to the target correction moment. The hydraulic pressure distribution direction angle is -0.65755251, the torque direction angle is -0.64350111, and the plane tilt angle is -2.17688829, all in rad.

[0125] With a radius of 1m, the equivalent point of application of the total thrust revolves around the center of the mounting plane of the propulsion cylinder. The corresponding corrective torque changes with this equivalent point of application, and can be calculated using the following formula:

[0126] Correction torque Where ω∈(0,2π), r=1m,

[0127] Using the total thrust and corrective torque corresponding to each of the above points as target values, the hydraulic pressure is distributed in zones, and the simulation results are as follows: Figure 7 As shown. Therefore, it can be seen that the center of force moves along the circumference while the total thrust remains constant, and the distribution result satisfies the target total thrust F. t Requirements; verify the torque calculated based on the allocation results against the target correction torque M. x M y The difference is close to zero. Therefore, the simulation results verify that the intelligent balanced allocation method for control quantities of the planar distributed multi-propulsion mechanism of the present invention can meet the requirements of hydraulic pressure distribution.

[0128] <Example 2>

[0129] In practical engineering applications, there are often situations where the equivalent force points of a tunnel boring machine (TBM) are not uniformly distributed along the circumference. This is a special case of the non-collinear distribution of the equivalent force points of multiple propulsion mechanisms within the installation plane, as described in Example 1. For example, in the TBM thrust system, some propulsion cylinders may malfunction due to equipment failure or have their propulsion function manually canceled. Alternatively, during synchronous tunneling, it may be necessary to retract the cylinders corresponding to the segments to be assembled. With some cylinders unable to provide propulsion force, the remaining independently adjustable hydraulic cylinders are in a non-uniformly distributed state along the circumference of the TBM. Furthermore, there may be situations where the addition of additional cylinder groups leads to a non-uniform distribution of independently adjustable hydraulic cylinder groups. In cases where the independently adjustable hydraulic cylinders are non-uniformly distributed along the circumference of the TBM, to continue tunneling while ensuring construction safety, it is necessary to evenly distribute the hydraulic pressure / thrust of all working cylinders to maintain a predetermined total thrust and correction moment for tunneling operations.

[0130] This embodiment 2 further explains the control quantity allocation process under the special case of non-uniform distribution of the propulsion mechanism along the circumference, based on embodiment 1.

[0131] like Figure 8 As shown in this embodiment, the tunnel boring machine's propulsion system includes multiple propulsion cylinder groups with equivalent force points distributed at equal angular intervals on the same circumference within the mounting plane. Some cylinder groups lack propulsion function and do not participate in the balanced thrust distribution, while the remaining cylinder groups are working cylinder groups capable of normal propulsion. Therefore, the equivalent force points of all working cylinder groups are uniformly distributed circumferentially. Each working cylinder group is a zone (i.e., a propulsion mechanism) with independently adjustable hydraulic pressure, and the thrust direction of each zone (propulsion mechanism) is perpendicular to the mounting plane.

[0132] In step S1, firstly, the number n of the actual working zones (propulsion mechanisms) corresponding to the working cylinder group and the radius R of the circumference of the equivalent force points of each zone (propulsion mechanism) are determined. Then, an xOy coordinate system is established with the center of the circumference as the origin O. In the actual tunnel boring machine propulsion system, the installation plane is usually a circular surface, and the center of the circumference of the equivalent force points of each zone coincides with the center O1 of the installation plane. The central angle corresponding to the equivalent force points of each zone (propulsion mechanism) and the lever arm r of the equivalent force points of each zone (propulsion mechanism) relative to the origin O are determined. i Let R be the radius of the circle containing the equivalent force points of each section (propulsion mechanism). Further determine the first target correction torque M of all sections (propulsion mechanisms) relative to the origin O. x The resultant torque M for correcting the second target y The total thrust F to be achieved t And the conversion relationship between the control quantities to be allocated and the thrust.

[0133] In step S2, using the constraint relationship of the oblique cylindrical mathematical model, the constraint conditions of the control quantities of each zone (propulsion mechanism) are established under the condition that the endpoints of the control quantity vectors of each zone (propulsion mechanism) are coplanar.

[0134] Specifically, such as Figure 9 As shown in Example 1, similar to Example 2, the circle O1 (located in the installation plane) containing the equivalent force points of each section (propulsion mechanism) of the tunnel boring machine, the control vector of each section (propulsion mechanism), and the ellipse O2 (located in the target plane) formed by the vector vertices can also be abstracted as a truncated cylinder. In the truncated cylinder model of Example 2, the points, lines, and angles corresponding to those in Example 1 are represented by the same names, and will not be repeated here. Since in Example 1, the center O1 of the shield machine propulsion cylinder mounting plane is taken as the center of the reference circle, and the distance R from the equivalent stress point of the section (propulsion mechanism) farthest from the center O1 to the center is taken as the radius of the reference circle of the oblique cylindrical model, the magnitude of the control quantity in Example 1 corresponds to the length of the line segment at the equivalent stress point of the oblique cylindrical model that is parallel to the axis of the oblique cylindrical model and is intercepted by the end face of the oblique cylindrical model; while in this Example 2, the distance from the equivalent stress point of each section (propulsion mechanism) to the center O1 is R, so the magnitude of the control quantity corresponds to the length of the generatrix (which can also be regarded as the truncated line at a special position) at the equivalent stress point of the oblique cylindrical model.

[0135] Taking any busbar AG as an example, we derive the geometric constraints that the length of the busbar must satisfy when the vertices of the busbar are coplanar. Figure 9 In the equation |AG|=|AD|+|DG|, where |AD|=|O1O2|, it can be seen that if line segment O1O2 is known, the length of AG can be calculated by finding the length of line segment DG.

[0136] Since plane O1O2CB is perpendicular to both the circular and elliptical end faces of the obliquely truncated cylinder, and planes AHFG, O1O2CB, and the plane containing circle O1 are mutually perpendicular, quadrilateral AHFG is a rectangle. Furthermore, quadrilateral DEFG is also a rectangle, therefore |DG|=|EF|. The length of line segment EF can be solved within △EO2F using the formula |EF|=|O2E|·tanβ. In rectangle O1O2EH, |O2E|=|O1H|, and the length of line segment O1H can be solved within △O1HA using the formula |O1H|=|O1A|·cos(θ). i -α) solution.

[0137] Therefore, it can be deduced that the geometric constraint that the length of any generatrix AG in the mathematical model of the oblique truncated cylinder should satisfy is: l i =|AG|=|O1O2|+R·cos(θ) i -α)·tanβ.

[0138] Let the angle of the actual working zone (propulsion mechanism) be θ. i If the central angles of the generatrices at corresponding positions on the obliquely truncated cylinder correspond one-to-one, then the sum of the lengths of the corresponding n generatrices is L. t It can be represented as:

[0139]

[0140] Therefore, it can be deduced that in the mathematical model of the oblique-section cylinder, the lengths of the generatrix and axis segments that are non-uniformly distributed along the circumference satisfy the following:

[0141] If the control quantity to be allocated is the thrust of the tunnel boring machine (TBM) zones, the geometric constraints that the generatrix length of the inclined cylindrical section in the mathematical model of the inclined cylindrical section should meet are mapped to the thrust vector distribution model of each zone (propulsion mechanism). This leads to the derivation of the thrust vector distribution model for each zone (propulsion mechanism) when the endpoints of the thrust vectors of each zone (propulsion mechanism) are coplanar. i The constraints that must be satisfied are:

[0142] F i =F b +R·cos(θ i -α)·tanβ,

[0143] The relationship between the length of the inclined cylindrical axis segment and the sum of the generatrix lengths of the equivalent force-bearing points in each zone in the mathematical model of the inclined cylindrical section is mapped to the thrust vector distribution model of each zone (propulsion mechanism) to derive the reference thrust.

[0144] Substituting the reference thrust Fb into the constraint formula for Fi, we can obtain:

[0145]

[0146] Furthermore, the sum of the torques of the thrust of each section (propulsion mechanism) in the x-direction equals the resultant torque M of the first target correction. x The sum of the moments in the y-direction equals the resultant moment M of the second target correction force. y The equality relationships can be used to derive a system of equations:

[0147] Right now:

[0148]

[0149] make:

[0150] Solving for:

[0151] Furthermore, we can obtain:

[0152] Substituting the solved α and tanβ into the constraint formula, we obtain the thrust F of the i-th propulsion mechanism. i Regarding the variable θ i The calculation formula. Finally, θ corresponding to all partitions (propulsion mechanisms) is calculated sequentially. i Substituting the numerical values ​​into the calculation formula yields the final thrust balance distribution result.

[0153] If the control quantity to be allocated is the shield machine zone hydraulic pressure, then similarly, the zone hydraulic pressure magnitude is correlated with the generatrix length of the equivalent stress point location of that zone, then P i =P b +R·cos(θ i -α)·tanβ,

[0154] Based on the fact that the sum of the thrust of each propulsion section (propulsion mechanism) equals the target total thrust, we can obtain:

[0155]

[0156] Solve the basic region pressure The constraints on the zoned hydraulic pressure are then specified as follows:

[0157]

[0158] Furthermore, based on the conversion relationship between the control quantity and thrust allocated according to needs, and considering that the sum of the torques of the thrust of each propulsion mechanism in the x-direction equals the first target correction torque M, x The sum of the moments in the y-direction equals the resultant moment M of the second target correction force. y Given the equality relationship, write a system of equations:

[0159]

[0160] Right now:

[0161]

[0162] make:

[0163] but:

[0164] Furthermore, we get:

[0165] Substituting the solved α and tanβ into the constraint formula, we obtain the oil pressure P of the i-th propulsion mechanism. i Regarding the variable θ i The calculation formula. Finally, θ corresponding to all partitions (propulsion mechanisms) is calculated sequentially. iSubstituting the numerical values ​​into the calculation formula yields the final result of balanced oil pressure distribution.

[0166] To verify the effectiveness of thrust balance control and distribution, a simulation experiment was conducted. Taking a 9-meter-class tunnel boring machine (TBM) as an example, the TBM propulsion system contains 19 sets of hydraulic cylinders. Each set contains two cylinders, which are physically connected to the top of the cylinder extension rod via support shoes. The thrust-hydraulic pressure conversion coefficient for a single cylinder set is K = 2*(2000-0) / (35-0), with units of kN / MPa. The parameters of the 19 sets of cylinders are shown in the table below.

[0167]

[0168]

[0169] The hydraulic pressure of each group of cylinders is individually adjustable. If groups 9 and 10 fail, the remaining cylinders will operate normally. The number of propulsion mechanisms is n = 17. The total thrust F... t =22489kN, first target correction torque M x = -13493.4 kN·m and the second target correction torque M y The thrust vector space distribution was simulated using a target value of -17991.2 kN·m as the target value. The simulation results are as follows: Figure 10 As shown. The thrust values ​​corresponding to the 17 working cylinders (groups 9 and 10 failed) are as follows: 1557.59682853, 1425.78328952, 1279.47983521, 1134.54071501, 1006.67233155, 909.73120826, 854.22242005, 846.161205. 42, 886.42112208, 1230.67093162, 1378.30576558, 1516.59561065, 1630.55461633, 1707.83355609, 1740.05805771, 1723.73609642, 1660.63640998, in kN. The allocation results were verified through calculation: the sum of thrust from each zone was calculated to be 22489.0 kN, which equals the target total thrust. Multiplying the thrust of each zone by the coordinates of its corresponding equivalent force point yielded horizontal and vertical corrective moments of -13493.39999999996 kN·m and 17991.200000000004 kN·m, respectively, which conform to the target corrective moment. The thrust allocation direction angle for each zone is -0.93747387°, the moment direction angle is -0.64350111°, and the plane tilt angle is -1.57960015°, all in rad.

[0170] With a radius of 1m, the equivalent point of application of the total thrust revolves around the center of the mounting plane of the propulsion cylinder. The corresponding corrective torque changes with this equivalent point of application, and can be calculated using the following formula:

[0171] Correction torque Where ω∈(0,2π), r=1m

[0172] Using the total thrust and correction torque corresponding to each point mentioned above as target values, thrust allocation is performed in different zones, and the simulation results are as follows: Figure 11 As shown. Therefore, it can be seen that the center of force moves along the circumference while the total thrust remains constant, and the distribution result satisfies the target total thrust F. t Requirements; verify the torque calculated based on the allocation results against the target correction torque M. x M y The difference is close to zero. Therefore, the simulation results verify that the intelligent balanced allocation method for control quantities of the planar distributed multi-propulsion mechanism of the present invention can meet the thrust allocation requirements.

[0173] To verify the effectiveness of the hydraulic pressure distribution method, a simulation experiment was conducted: Hydraulic pressure was evenly distributed using the same shield machine configuration parameters and distribution target as in the thrust simulation experiment of this embodiment. The distribution results were simulated, and the simulation results of the hydraulic pressure vector space distribution are as follows: Figure 12 As shown, the oil pressures assigned to the 17 zones are as follows: 13.62897225, 12.47560378, 11.19544856, 9.92723126, 8.8083829, 7.96014807, 7.47444618, 7.40391055, 7.75618482, 10.76837065, 12.06017545, 13.27021159, 14.26735289, 14.94354362, 15.225508, 15.08269084, and 14.53056859, in MPa. The allocation results were verified through calculation: the sum of thrust from each zone was calculated to be 22489.0 kN, which equals the target total thrust. Multiplying the thrust of each zone by the coordinates of its corresponding equivalent force point yielded horizontal and vertical corrective moments of -13493.400000000001 kN·m and 17991.200000000004 kN·m, respectively, which conform to the target corrective moment. The hydraulic pressure distribution direction angle was -0.93747387°, the moment direction angle was -0.64350111°, and the plane tilt angle was -2.35927382°, all in rad.

[0174] With a radius of 1m, the equivalent point of application of the total thrust revolves around the center of the mounting plane of the propulsion cylinder. The corresponding corrective torque changes with this equivalent point of application, and can be calculated using the following formula:

[0175] Correction torque Where ω∈(0,2π), r=1m,

[0176] Using the total thrust and corrective torque corresponding to each of the above points as target values, the hydraulic pressure is distributed in zones, and the simulation results are as follows: Figure 13 As shown. Therefore, it can be seen that the center of force moves along the circumference while the total thrust remains constant, and the distribution result satisfies the target total thrust F. t Requirements; verify the torque calculated based on the allocation results against the target correction torque M. x M y The difference is close to zero. Therefore, the simulation results verify that the intelligent balanced allocation method for control quantities of the planar distributed multi-propulsion mechanism of the present invention can meet the requirements of hydraulic pressure distribution.

[0177] In summary, the planar distributed multi-propulsion mechanism control quantity intelligent equalization allocation method of the present invention allocates the thrust of each propulsion mechanism under the premise of a given target total thrust and target correction resultant torque. It is derived using a geometric model and, under the constraint that the endpoints of the control quantity vectors of each propulsion mechanism are located on the same plane in three-dimensional space, obtains a single and definite partitioned control quantity allocation result. This achieves uniform thrust gradient of each propulsion mechanism after allocation, which is beneficial to improving the safety and stability of equipment operation. It has high application value and can lay a technical foundation for the automatic / intelligent attitude control of mechanical equipment in fields such as tunnel construction, aerospace, and hydraulic equipment.

[0178] The above embodiments are preferred examples of the present invention and are not intended to limit the scope of protection of the present invention. In Examples 1 and 2, the intelligent balanced distribution method of the planar distributed multi-propulsion mechanism control quantity of the present invention is used to distribute thrust / hydraulic pressure in the tunnel boring machine propulsion system. In fact, the present invention can also be applied to rockets that rely solely on multiple sets of vertically jetting propulsion engines to control the direction, hydraulic presses driven by multiple cylinders, etc. By clarifying the conversion relationship between the control quantity to be distributed (such as fuel flow rate, hydraulic pressure, etc.) and thrust, the distribution result that meets the target total thrust, target torque and balance requirements can be successfully calculated.

Claims

1. A method for intelligently balancing the control quantities of multiple propulsion mechanisms distributed in a planar manner, used to balance the control quantities of multiple propulsion mechanisms whose equivalent force points are not collinear within an installation plane, wherein the thrust directions of the propulsion mechanisms are all perpendicular to the installation plane, characterized in that... include: Step S1: Determine the number of propulsion mechanisms n. Within the equivalent force distribution area of ​​the n propulsion mechanisms, establish an xOy coordinate system with any point as the origin O, any direction as the x-direction and the direction perpendicular to the x-direction as the y-direction in the propulsion mechanism installation plane. Obtain the lever arm and central angle of the equivalent force point of each propulsion mechanism relative to the origin O. Determine the first target correction torque M of all propulsion mechanisms relative to the origin O. x The second target correction torque M y The total control quantity F to be achieved t And the conversion relationship between the control quantities to be allocated and the thrust; Step S2: Using the mathematical model of the oblique cylinder, derive the geometric constraints that the length of the line segment whose position of the equivalent force point of each propulsion mechanism is parallel to the axis of the oblique cylinder and is intercepted by the end face of the oblique cylinder should meet. Then, map the geometric constraints that the length of the intercept line in the mathematical model of the oblique cylinder should meet to the vector distribution model of the control quantity, and derive the constraint formula that should be satisfied when the endpoints of the control quantity vectors of each propulsion mechanism are coplanar. Step S3: Based on the conversion relationship between the control quantity and thrust allocated according to the requirements, and considering that the sum of the torques of the thrust of each propulsion mechanism in the x-direction equals the first target correction torque M, x The sum of the moments in the y-direction equals the resultant moment M of the second target correction force. y By solving the unknown quantities in the constraint formula and substituting them into the constraint formula, the control quantities of each propulsion mechanism with respect to the corresponding lever arm and central angle are obtained. Step S4: Substitute the lever arm and central angle corresponding to each propulsion mechanism in sequence to calculate the control quantity of each propulsion mechanism and obtain the balanced control distribution result.

2. The intelligent balanced allocation method for control quantities of planar distributed multi-propulsion mechanisms according to claim 1, characterized in that: If the required control quantity is thrust. In step S2, the geometric constraints that the sectional length in the mathematical model of the oblique cylindrical section should meet are mapped to the distribution model of each thrust vector, so as to obtain the thrust F of the i-th propulsion mechanism when the endpoints of each thrust vector are coplanar. i The constraints that must be met are: ， In the formula, r i Let θ be the lever arm corresponding to the equivalent force point of the i-th propulsion mechanism. i Let α be the central angle corresponding to the equivalent force point of the i-th propulsion mechanism, α be the direction angle of the projection of the major semi-axis of the elliptical oblique section in the mathematical model of the oblique cylindrical section onto the installation plane, and tanβ be the inclination of the target plane where the endpoint of each thrust vector is located.

3. The intelligent balanced allocation method for control quantities of planar distributed multi-propulsion mechanisms according to claim 2, characterized in that: In step S3, the sum of the torques of the thrust of each propulsion mechanism in the x-direction equals the first target correction torque M. x The sum of the moments in the y-direction equals the resultant moment M of the second target correction force. y Given the equality relationship, write a system of equations: ,Right now: make: Solving for: 。 4. The intelligent balanced allocation method for control quantities of planar distributed multi-propulsion mechanisms according to claim 1, characterized in that: If the control quantity to be allocated is oil pressure. In step S1, the conversion relationship between the control quantity and the thrust is as follows: F i =K i P i , In the formula, F i K represents the thrust of the i-th propulsion mechanism. i Let P be the thrust-hydraulic pressure conversion coefficient of the i-th propulsion mechanism. i Let be the hydraulic pressure of the i-th propulsion mechanism.

5. The intelligent balanced allocation method for control quantities of planar distributed multi-propulsion mechanisms according to claim 4, characterized in that: In step S2, the geometric constraints that the sectional length in the mathematical model of the oblique truncated cylinder should meet are mapped to the distribution models of each hydraulic pressure vector, resulting in the following constraint condition that the hydraulic pressure of the i-th propulsion mechanism should satisfy when the endpoints of each hydraulic pressure vector are coplanar: ， In the formula, r i Let θ be the lever arm corresponding to the equivalent force point of the i-th propulsion mechanism. i Let α be the central angle corresponding to the equivalent force point of the i-th propulsion mechanism, α be the direction angle of the projection of the major semi-axis of the elliptical oblique section in the mathematical model of the oblique cylindrical section onto the installation plane, and tanβ be the inclination of the target plane where the endpoint of each control vector is located.

6. The intelligent balanced allocation method for control quantities of planar distributed multi-propulsion mechanisms according to claim 5, characterized in that: In step S3, based on the conversion relationship between the control quantity and thrust allocated according to need, and considering that the sum of the torques of the thrust of each propulsion mechanism in the x-direction equals the first target correction torque M, x The sum of the moments in the y-direction equals the resultant moment M of the second target correction force. y Given the equality relationship, write a system of equations: ， Right now: make: ， Solving for: 。

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