Auxiliary control method for aerospace vehicle

Abstract

The invention belongs to the technical field of aerospace, and relates to an auxiliary control method of an aerospace vehicle. The method is achieved based on a pull-type weather vane auxiliary rudder, an auxiliary rudder body is in a plane symmetry dart shape and pulled behind an aircraft through rigging, a release cable controls the auxiliary rudder body to be released to a preset position from a pod bin, a control cable controls the auxiliary rudder to pitch and deflect, and a static cable keeps the relative posture of the auxiliary rudder and the aircraft stable. According to the control method provided by the invention, the operation stability characteristic of the aircraft in certain speed height intervals can be improved at a relatively low cost, the overall design limitation is liberated, a designer can more concentrate on optimizing performance indexes of other speed interval sections, and the overall performance of the aircraft is improved. The method can also serve as an emergency control means to be applied to the existing aerospace vehicle, the controllable flight envelope of the existing aerospace vehicle in the emergency state is improved, and the safety of the aerospace vehicle is improved.

Description

Technical Field

[0001] The present application belongs to the field of aerospace technology and relates to an auxiliary control method for an aerospace vehicle. Background Art

[0002] During the return of the aerospace vehicle to the Earth, its flight profile needs to meet the comprehensive requirements of heat protection, balance, stability and maneuverability. However, due to different aerodynamic coefficients at different speeds, the above constraints may have completely opposite requirements on the overall and aerodynamics of the vehicle. Therefore, it is difficult to find an overall and aerodynamic configuration that meets the standards under all conditions, which seriously slows down the iteration speed of the design scheme; at the same time, various overall constraints, such as the uncertainty of the center of mass position, will further reduce the feasible design range.

[0003] Designers usually have to pay a heavy price for this, such as the design being difficult to close for a long time, loss of flight performance, structural complexity, overweight, etc., which has become the difficulty and pain point of aerospace vehicle design.

[0004] Therefore, there is an urgent need for a method that can improve the handling and stability characteristics of the aircraft in certain speed ranges at a relatively low cost, so as to free up the overall design constraints and allow designers to focus more on optimizing the performance indicators of other speed ranges and improve the overall performance of the aircraft. Summary of the invention

[0005] Purpose of the Invention

[0006] The purpose of this application is to provide an aerospace vehicle control method based on a towed weathervane auxiliary rudder to overcome or alleviate at least one of the known technical defects. The control method can shift the aerodynamic focus of the entire aircraft backward in a certain speed range and provide additional control torque to enhance the stability and controllability of the aircraft, while not affecting the flight quality in other speed ranges.

[0007] Technical Solution

[0008] An auxiliary control method for an aerospace vehicle is implemented based on a towed weathervane auxiliary rudder, wherein the auxiliary rudder body is in a plane-symmetrical dart shape and is towed behind the vehicle by a rigging, wherein a release cable controls the auxiliary rudder body to be released from a pod to a predetermined position, a control cable controls the pitch and deflection of the auxiliary rudder, and a static cable maintains the relative attitude of the auxiliary rudder and the vehicle stable. The method comprises the following steps:

[0009] Step 1: Determine whether the aircraft has reached the auxiliary rudder release threshold.

[0010] Step 2: If the release threshold is reached, the auxiliary rudder in the stowed state is pushed out of the pod compartment.

[0011] Step 3: Use the release winch to operate the release rope to slowly release the auxiliary rudder and unfold it at the same time.

[0012] Step 4: Determine whether the tension on the release cable exceeds the limit. If it does, the break-type tension limiter will automatically disconnect and the auxiliary rudder will be abandoned.

[0013] Step 5: Determine whether the release rope has reached the predetermined release length and whether the auxiliary rudder is fully deployed. If so, proceed to step 6; if not, return to step 3 and continue to release the auxiliary rudder or deploy the auxiliary rudder.

[0014] Step 6: Tension all rigging, and ensure that the pulling method can control the pitch of the aircraft; the strength and rigidity of the auxiliary rudder itself can ensure that it will not be damaged or cause the rudder surface to fail when pulled; and there should be no entanglement between the rigging.

[0015] Step 7: According to control requirements, use the control winch to retract and release the control cable to control the pitch of the aircraft.

[0016] Furthermore, the method further includes step 8: determining whether the abandonment threshold is reached. If so, the explosive device is activated, the rigging connecting the auxiliary rudder and the aircraft is cut off, and the auxiliary rudder is abandoned.

[0017] Furthermore, before implementing step one, the aircraft should meet the following requirements: the flight speed and altitude should ensure that the auxiliary rudder can be released, deployed and operated normally. The aerodynamic force and aerodynamic heat generated during use should not exceed the structural and thermal design capabilities of the auxiliary rudder. The attitude of the aircraft should remain stable during the release process. In step one, the method of judging the release threshold of the auxiliary rudder includes but is not limited to speed, altitude, Mach number, dynamic pressure, aircraft attitude angle, attitude angular velocity and other parameters or a combination of the above parameters reaching the specified threshold.

[0018] Furthermore, in step 2, if the release threshold is not reached, the auxiliary rudder will not be released. In step 3, the release process should be smooth and stable, and will not cause destructive interference to the stability and current attitude of the aircraft. By traction of auxiliary rigging or other means, ensure that the auxiliary rudder itself does not spin uncontrollably and the riggings do not get entangled with each other. The auxiliary rudder includes two forms: inflatable or foldable, and is inflated or unfolded using endogenous power (elastic energy storage structure, pyrotechnics, high-pressure gas) or exogenous power (pneumatic power).

[0019] Furthermore, in step four, the working principle is similar to that of a catapult limit rod. When the tension exceeds a preset safety threshold and may cause damage to the main structure of the aircraft, the limiter breaks and the auxiliary rudder is discarded as a whole.

[0020] Furthermore, before step five, determine whether there is a situation that endangers flight safety or fails to deploy the auxiliary rudder during the release process. If so, the pyrotechnics are activated, the rigging connecting the auxiliary rudder and the aircraft is cut off, and the auxiliary rudder is abandoned. Endangering flight safety includes but is not limited to the following situations: entanglement between rigging, entanglement between rigging and the aircraft body, uncontrolled spinning or large swinging of the auxiliary rudder body, and damage to the auxiliary rudder. Failure to deploy the auxiliary rudder includes but is not limited to: inability to deploy, asymmetric deployment, not locked after deployment, or the inflation volume does not reach the normal operating threshold of the auxiliary rudder. In step five, it is determined whether the auxiliary rudder is fully deployed specifically: the folding mechanisms of the auxiliary rudder body are fully deployed and locked; or the inflatable structure is fully inflated, and the inflation pressure meets the structural strength and stiffness requirements.

[0021] Furthermore, the target state of step six is ​​that both the static cable and the control cable are tensioned, and the release cable is no longer released and is locked.

[0022] Furthermore, the control principle in step seven is that after the whole set of mechanisms is fully deployed and released, the length of the upper and lower control cables is changed by controlling the control winch connected to the pitch actuator. At this time, the angle of attack of the auxiliary rudder relative to the incoming flow is forced to change, so the auxiliary rudder will be subjected to the pitch moment caused by aerodynamic force, and the pitch moment will be further transmitted to the aircraft body through the tension on the control cable and the release cable to generate a pitch control moment. The auxiliary control in step seven can be verified on the ground through wind tunnel experiments.

[0023] On the other hand, a towing type weathervane auxiliary rudder layout structure designed based on the above control method is provided, comprising:

[0024] The storage pod is located in the aircraft body and can be stored here when the auxiliary rudder is not released. The pod should have a mechanism to push the stowed auxiliary rudder out from the tail or back of the aircraft in a controlled manner.

[0025] The towed auxiliary rudder body is towed behind the aircraft body; viewed along the incoming flow direction, the auxiliary rudder is a plane-symmetrical or axisymmetric structure, and multiple wing structures are radiated outward from the symmetry centerline. These wing surfaces have sufficient projection area in all directions perpendicular to the incoming flow to provide appropriate aerodynamic force. The auxiliary rudder wing surface is a semi-rigid inflatable structure or a rigid folding structure. The entire auxiliary rudder can be folded and stored in the pod when not restarted or unfolded.

[0026] The control winch is located inside the aircraft body and is connected to the auxiliary rudder through a control cable.

[0027] The release winch is located inside the aircraft body and is connected to the auxiliary rudder through a release rope.

[0028] Including but not limited to three types of rigging connecting the auxiliary rudder and the aircraft, namely the release cable, the control cable, and the static cable. The release cable controls the auxiliary rudder body to be released from the pod to the predetermined position, the control cable controls the pitch and deflection of the auxiliary rudder, and the static cable maintains the relative posture of the auxiliary rudder and the aircraft stable. The number and connection method of the rigging can exceed that shown in the schematic diagram. The rigging can also be stored in the pod or the fuselage. The rigging should have an appropriate connection method to ensure that it will not be entangled with each other during use. The rigging should be lightweight and high-strength, able to withstand aerodynamic heating and its physical and chemical properties will not change significantly during this process.

[0029] The breaking tension limiter is located on the release cable. Its working principle is similar to that of the catapult limiter. When the tension exceeds the safety threshold, the limiter breaks and the auxiliary rudder is abandoned.

[0030] There is at least one set of pyrotechnics used to cut rigging. All rigging connecting the auxiliary rudder to the aircraft has at least one set.

[0031] The locking mechanism, after the auxiliary rudder is fully deployed, has a locking structure to ensure that the main body will not be folded under the action of the airflow, and the relative position relationship between the wing surfaces will not change. The locking structure includes but is not limited to mechanical structure and self-locking using the aerodynamic force of the incoming flow.

[0032] Optionally, the interior of the above-mentioned towing auxiliary rudder wing surface has a reinforcing structural support member, which can be folded and stored.

[0033] Optionally, there are auxiliary riggings between the auxiliary rudder wing surface and the rigging, and between the riggings, which stabilize the auxiliary rudder body posture and prevent it from uncontrollable spinning, swinging or other harmful movements. The beneficial effects of this application are:

[0034] Due to the structural contradiction between the control requirements of aerospace vehicles and the control efficiency that can be provided by a fixed overall layout in different speed and altitude intervals, if the overall layout is to be optimized to force a match, a corresponding price will be paid in terms of solution feasibility, economic and time costs, structural weight, system complexity, load adaptability, etc. This problem has long been a difficulty and pain point that restricts the design of aerospace vehicles and limits performance. The control method described in this application can improve the handling stability characteristics of the aircraft when it is in certain speed and altitude intervals at a relatively low cost, freeing up the overall design restrictions. Designers can focus more on optimizing the performance indicators of other speed intervals and improving the overall performance of the aircraft. Furthermore, this method can also be applied to existing aerospace vehicles as an emergency control means to improve the controllable flight envelope of existing aerospace vehicles in emergency conditions, which helps to improve their safety.

[0035] In addition, a disposable towing-type auxiliary rudder structure for sealing tags is provided, which supports the implementation of the aforementioned control method through the design of the auxiliary rudder body and its release, manipulation and abandonment mechanisms. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 It is an axonometric view of the towed auxiliary rudder and its accessories in the released state.

[0037] Figure 2 It is a side view of the control principle of the towing auxiliary rudder.

[0038] Figure 3 It is a flow chart of releasing, manipulating and jettisoning the towing auxiliary rudder. DETAILED DESCRIPTION

[0039] In order to make the purpose, technical scheme and advantages of the implementation of the present invention clearer, the technical scheme in the embodiment of the present invention will be described in more detail in combination with the embodiment of the present invention. In the example, the same or similar reference numerals throughout represent the same or similar originals or elements with the same or similar functions. The described embodiments are part of the embodiments of the present invention, not all of them. The embodiments described below by reference are exemplary and intended to be used to explain the present invention, and should not be construed as limitations on the present invention. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in the field without making creative work belong to the scope of protection of the present invention. The following is a detailed description in combination with the embodiments of the present invention.

[0040] Figure 1 This is an axonometric view of the towed auxiliary rudder and its accessories in the released state. It includes the following parts: the towed auxiliary rudder body; the schematic diagram of the control winch; the schematic diagram of the release winch; the simplified schematic diagram of the three types of rigging, namely the release rope, the control rope and the static rope; and the breaking tension limiter. The storage pod, the pyrotechnics for cutting the rigging, the support parts and the locking mechanism are omitted in the figure, but it does not mean that they do not exist in reality.

[0041] Figure 2 This is a side view of the control principle of the towed auxiliary rudder. The aerodynamic torque on the auxiliary rudder is transmitted to the aircraft body through the tension on the control cable and the release cable, thereby generating a longitudinal control torque.

[0042] Figure 3 It is a flow chart of releasing, manipulating and jettisoning the towing auxiliary rudder.

[0043] The following is combined with Figures 1 to 3 Further details of this application:

[0044] On the one hand, a towed auxiliary rudder layout structure is provided, such as Figure 1 As shown, it includes:

[0045] The storage pod is located in the aircraft body and can be stored here when the auxiliary rudder is not released. The pod should have a mechanism to push the stowed auxiliary rudder out from the tail or back of the aircraft in a controlled manner.

[0046] The towed auxiliary rudder body is towed behind the aircraft body; viewed along the incoming flow direction, the auxiliary rudder is a plane-symmetrical or axisymmetric structure, and multiple wing structures are radiated outward from the symmetry centerline. These wing surfaces have sufficient projection area in all directions perpendicular to the incoming flow to provide appropriate aerodynamic force. The auxiliary rudder wing surface is a semi-rigid inflatable structure or a rigid folding structure. The entire auxiliary rudder can be folded and stored in the pod when not restarted or unfolded.

[0047] The control winch is located inside the aircraft body and is connected to the auxiliary rudder through a control cable.

[0048] The release winch is located inside the aircraft body and is connected to the auxiliary rudder through a release rope.

[0049] Including but not limited to three types of rigging connecting the auxiliary rudder and the aircraft, namely the release rigging, the control rigging, and the static rigging. The number of rigging and the connection method can exceed that shown in the schematic diagram. The rigging can also be stored in the pod or fuselage. The rigging should have an appropriate connection method to ensure that it will not be entangled with each other during use. The rigging should be light and high-strength, and can withstand aerodynamic heating without significant changes in its physical and chemical properties.

[0050] Breakaway tension limiter, located on the release cable.

[0051] There is at least one set of pyrotechnics used to cut rigging. All rigging connecting the auxiliary rudder to the aircraft has at least one set.

[0052] The locking mechanism, after the auxiliary rudder is fully deployed, has a locking structure to ensure that the main body will not be folded under the action of the airflow, and the relative position relationship between the wing surfaces will not change. The locking structure includes but is not limited to mechanical structure and self-locking using the aerodynamic force of the incoming flow.

[0053] Optionally, the interior of the above-mentioned towing auxiliary rudder wing surface has a reinforcing structural support member, which can be folded and stored.

[0054] Optionally, there are reinforcing structural support members between the above-mentioned towing auxiliary rudder wing surfaces, and they can be folded and stored.

[0055] In the auxiliary rudder layout structure disclosed in the above embodiment, according to Figure 3 The workflow shown works.

[0056] Step 1: Determine whether the aircraft has reached the auxiliary rudder release threshold.

[0057] Step 2: If the release threshold is reached, the folded auxiliary rudder is pushed out of the pod.

[0058] Step 3: Use the release winch to operate the release rope to release the auxiliary rudder and inflate / deploy the auxiliary rudder at the same time.

[0059] Step 4: Determine whether the tension on the release cable exceeds the limit. If it does, the break-type tension limiter will automatically disconnect and the auxiliary rudder will be abandoned.

[0060] Step 5: Determine whether there is any hazard to flight safety or failure of the auxiliary rudder to deploy during the release process. If so, the pyrotechnics are activated and the auxiliary rudder is abandoned.

[0061] Step 6: Determine whether the preset release length has been reached and whether the auxiliary rudder is fully deployed. If so, proceed to step 7; if not, return to step 3 and continue to release or deploy the auxiliary rudder.

[0062] Step 7: Tension all rigging.

[0063] Step 8: According to control requirements, use the control winch to retract and release the control rope to control the pitch of the aircraft.

[0064] Step 9: Determine whether the jettison threshold has been reached. If so, the pyrotechnics are activated and the auxiliary rudder is jettisoned.

[0065] In a certain implementation case of the present invention, before implementing step 1, the aircraft should meet the following requirements: the flight speed and altitude should ensure that the auxiliary rudder can be released, deployed and operated normally. The aerodynamic force and aerodynamic heat generated during use should not exceed the structural and thermal protection design capabilities of the auxiliary rudder. The attitude of the aircraft should remain stable during the release process.

[0066] In a certain implementation case of the present invention, in step one, the method of determining the auxiliary rudder release threshold includes but is not limited to parameters such as speed, altitude, Mach number, dynamic pressure, aircraft attitude angle, attitude angular velocity, or a combination of the above parameters reaching a specified threshold.

[0067] In a certain implementation case of the present invention, in the step 2, if the release threshold is not reached, the auxiliary rudder is not released.

[0068] In a certain implementation case of the present invention, in step 3, the release process should be smooth and stable, and will not cause destructive interference to the stability and current attitude of the aircraft. Through the traction of the auxiliary rigging or other methods, it is ensured that the auxiliary rudder itself will not spin uncontrollably, and the rigging will not be entangled with each other.

[0069] In a certain embodiment of the present invention, the auxiliary rudder includes two forms: inflatable or foldable, and is inflated or unfolded using endogenous power (elastic energy storage structure, pyrotechnics, high-pressure gas) or exogenous power (pneumatic power).

[0070] In a certain implementation case of the present invention, in step four, the working principle is similar to that of a catapult limit rod. When the tension exceeds a preset safety threshold and may cause damage to the main structure of the aircraft, the limiter breaks and the auxiliary rudder is discarded as a whole.

[0071] In a certain implementation case of the present invention, before step five, it is determined whether there is a situation that endangers flight safety or fails to deploy the auxiliary rudder during the release process. If so, the pyrotechnics are activated, the rigging connecting the auxiliary rudder and the aircraft is cut off, and the auxiliary rudder is abandoned. Endangerment to flight safety includes but is not limited to the following situations: entanglement between rigging, entanglement between rigging and the aircraft body, uncontrolled spinning or large swinging of the auxiliary rudder body, and damage to the auxiliary rudder. Failure to deploy the auxiliary rudder includes but is not limited to: inability to deploy, asymmetric deployment, failure to lock after deployment, or the inflation volume does not reach the normal operating threshold of the auxiliary rudder.

[0072] In a certain implementation case of the present invention, in step five, judging whether the auxiliary rudder is fully unfolded is specifically as follows: the folding mechanisms of the auxiliary rudder body are fully unfolded and locked; or the inflatable structure is inflated, and the inflation pressure meets the structural strength and stiffness requirements.

[0073] In a certain implementation case of the present invention, the target state of step six is ​​that both the static cable and the control cable are tensioned, and the release cable is no longer released and is locked.

[0074] In a certain implementation case of the present invention, the control principle in step seven is that after the whole set of mechanisms is fully deployed and released, the length of the upper and lower control cables is changed by controlling the control winch connected to the pitch actuator. At this time, the angle of attack of the auxiliary rudder relative to the incoming flow is forced to change, so the auxiliary rudder will be subjected to a pitch moment caused by aerodynamic force, and the pitch moment will be further transmitted to the aircraft body through the tension on the control cable and the release cable to generate a pitch control moment.

[0075] In a certain implementation case of the present invention, the auxiliary control in step seven can be verified for its effectiveness through a wind tunnel test on the ground.

[0076] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of this application shall be the common meanings understood by the general technicians in the field to which this application belongs. The words "upper", "lower", "left", "right", "center", "vertical", "horizontal", "inside", "outside" and other words indicating orientation used in the description of this application are only used to indicate the relative direction or positional relationship, and do not imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation. When the absolute position of the described object changes, its relative positional relationship may also change accordingly, so it cannot be understood as a limitation on this application. The "first", "second", "third" and similar terms used in the description of this application are only used for descriptive purposes to distinguish different components, and cannot be understood as indicating or implying relative importance. The similar words "one", "one" or "the" used in the description of this application should not be understood as an absolute limitation on quantity, but should be understood as the existence of at least one. The similar words "including" or "comprising" used in the description of this application mean that the elements or objects appearing in front of the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects.

[0077] In addition, it should be noted that, unless otherwise clearly specified and limited, the words "installed", "connected", "connected" and similar terms used in the description of this application should be understood in a broad sense. For example, the connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, an indirect connection through an intermediate medium, or the internal connection of two components. Technical personnel in the field can understand their specific meanings in this application according to the specific circumstances.

[0078] The above description is only a specific implementation mode of the present invention and is not intended to limit the present invention. Within the spirit and principle of the present invention, any technician familiar with the profession may use the technical content disclosed above to change or modify it into an equivalent embodiment with equivalent changes and apply it to other fields. However, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention without departing from the technical solution content of the present invention, any modification, equivalent replacement, improvement, etc. made should be included in the protection scope of the present invention.

Claims

1. An auxiliary control method for an aerospace vehicle, characterized in that: The auxiliary rudder is realized based on a towed weathervane auxiliary rudder. The auxiliary rudder body is in a plane-symmetrical dart shape and is towed behind the aircraft by a rigging. The release cable controls the auxiliary rudder body to be released from the pod to a predetermined position. The control cable controls the pitch and deflection of the auxiliary rudder. The static cable keeps the relative attitude of the auxiliary rudder and the aircraft stable. The following steps are included: Step 1: Determine whether the aircraft has reached the auxiliary rudder release threshold; Step 2: If the release threshold is reached, the stowed auxiliary rudder is pushed out of the pod compartment; Step 3: Use the release winch to operate the release rope to slowly release the auxiliary rudder and unfold the auxiliary rudder at the same time; Step 4: Determine whether the tension on the release cable exceeds the limit; If the limit is exceeded, the break-type tension limiter will automatically disconnect and the auxiliary rudder will be abandoned; Step 5: Determine whether the release rope has reached the predetermined release length and whether the auxiliary rudder is fully deployed; if so, proceed to step 6; if not, return to step 3 and continue to release the auxiliary rudder or deploy the auxiliary rudder; Step 6: Tension all the rigging, and make sure that the pulling method can control the pitch of the aircraft; the strength and rigidity of the auxiliary rudder itself can ensure that it will not be damaged or cause the rudder surface to fail when pulled; and there should be no entanglement between the rigging; Step 7: According to control requirements, use the control winch to retract and release the control rope to control the pitch of the aircraft.

2. The method according to claim 1, characterized in that The method also includes step eight: determining whether a discarding threshold is reached; if so, the pyrotechnic device is activated, the rigging connecting the auxiliary rudder and the aircraft is cut off, and the auxiliary rudder is discarded.

3. The method according to claim 1, characterized in that Before implementing step one, the aircraft should meet the following requirements: the flight speed and altitude should ensure that the auxiliary rudder can be released, deployed and operated normally; the aerodynamic force and aerodynamic heat generated during use should not exceed the structure and thermal protection design capabilities of the auxiliary rudder; the attitude of the aircraft should remain stable during the release process; in step one, the method of judging the release threshold of the auxiliary rudder includes but is not limited to the speed, altitude, Mach number, dynamic pressure, aircraft attitude angle, attitude angular velocity parameters or a combination of the above parameters reaching the specified threshold.

4. The method according to claim 1, characterized in that In the step 2, if the release threshold is not reached, the auxiliary rudder will not be released; in the step 3, the release process should be smooth and stable, and will not cause destructive interference to the stability and current attitude of the aircraft; through the traction of the auxiliary rigging or other methods, ensure that the auxiliary rudder itself will not spin uncontrollably and the rigging will not be entangled with each other; the auxiliary rudder includes two forms: inflatable or foldable, and is inflated or unfolded using endogenous power or exogenous power.

5. The method according to claim 1, characterized in that In step four, the working principle is similar to that of a catapult limit rod. When the tension exceeds the preset safety threshold and may cause damage to the aircraft's main structure, the limiter breaks and the auxiliary rudder is discarded as a whole.

6. The method according to claim 1, characterized in that Before step five, determine whether there is any situation that endangers flight safety or fails to deploy the auxiliary rudder during the release process; if so, the pyrotechnics are activated, the rigging connecting the auxiliary rudder and the aircraft is cut off, and the auxiliary rudder is abandoned; endangerment to flight safety includes but is not limited to the following situations: entanglement between rigging, entanglement between rigging and the aircraft body, uncontrolled spinning or large swinging of the auxiliary rudder body, and damage to the auxiliary rudder; failure to deploy the auxiliary rudder includes but is not limited to: inability to deploy, asymmetric deployment, not locking after deployment, or the inflation volume does not reach the normal working threshold of the auxiliary rudder; in step five, determine whether the auxiliary rudder is fully deployed specifically: the folding mechanisms of the auxiliary rudder body are fully deployed and locked; or the inflatable structure is fully inflated, and the inflation pressure meets the structural strength and stiffness requirements.

7. The method according to claim 1, characterized in that The target state of step six is ​​that both the static cable and the control cable are tensioned, and the release cable is no longer released and is locked.

8. The method according to claim 1, characterized in that The control principle in step seven is that after the whole set of mechanisms is fully deployed and released, the length of the upper and lower control cables is changed by controlling the control winch connected to the pitch actuator; at this time, the angle of attack of the auxiliary rudder relative to the incoming flow is forced to change, so the auxiliary rudder will be subjected to the pitch moment caused by aerodynamic force, and the pitch moment will be further transmitted to the aircraft body through the tension on the control cable and the release cable to generate a pitch control moment; the auxiliary control in step seven can be verified on the ground through wind tunnel experiments.

9. A towed weathervane auxiliary rudder layout structure using the control method of claim 8, characterized in that: include: The storage pod is located in the aircraft body and can be stored here when the auxiliary rudder is not released. The pod should have a mechanism to push the auxiliary rudder in the storage state out from the tail or back of the aircraft in a controlled manner; The towed auxiliary rudder body is towed behind the aircraft body; viewed along the incoming flow direction, the auxiliary rudder is a plane-symmetrical or axisymmetric structure, and multiple wing surface structures are radiated outward from the symmetry center line. These wing surfaces have sufficient projection area in all directions perpendicular to the incoming flow to provide appropriate aerodynamic force; the auxiliary rudder wing surface is a semi-rigid inflatable structure or a rigid folding structure, and the entire auxiliary rudder can be folded and stored in the pod when not restarted or unfolded; The control winch is located inside the aircraft body and is connected to the auxiliary rudder through the control cable; A release winch, located inside the aircraft body and connected to the auxiliary rudder via a release cable; Including but not limited to three types of rigging connecting the auxiliary rudder and the aircraft, namely release rope, control rope, and static rope; the release rope controls the auxiliary rudder body to be released from the pod to the predetermined position, the control rope controls the pitch and deflection of the auxiliary rudder, and the static rope maintains the relative attitude of the auxiliary rudder and the aircraft stable; the rigging can also be stored in the pod or the fuselage; the rigging should have an appropriate connection method to ensure that they will not be entangled with each other during use; The breaking tension limiter is located on the release cable; when the tension exceeds the safety threshold, the limiter breaks and the auxiliary rudder is abandoned; Explosives for cutting rigging. All rigging connecting the auxiliary rudder to the aircraft has at least one set. The locking mechanism has a locking structure after the auxiliary rudder is fully deployed to ensure that the main body will not be folded under the action of the airflow, and the relative position relationship between the wing surfaces will not change; the locking structure includes but is not limited to a mechanical structure and self-locking using the aerodynamic force of the incoming flow.

10. The auxiliary rudder layout structure according to claim 9, characterized in that: The interior of the towed auxiliary rudder wing surface is provided with a reinforcing structural support member, which can be folded and stored; between the auxiliary rudder wing surface and the rigging, and between the riggings, there are auxiliary riggings for stabilizing the posture of the auxiliary rudder body to prevent it from uncontrollable spinning, swinging or other harmful movements.

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