A dual thruster rotational attitude control system and method

Abstract

The application discloses a dual-thruster rotation attitude control system and method, which comprises a first thruster distributed in a first mounting surface perpendicular to a longitudinal axis of a flight body and a second thruster distributed in a second mounting surface perpendicular to the longitudinal axis of the flight body; the first thruster and the second thruster are distributed in a radial symmetry; the first thruster and the second thruster are used for outputting attitude control force according to a set rotation attitude control strategy, so as to realize complete decoupling of a roll channel; the set rotation attitude control strategy comprises five control positions, i.e., a middle position, a positive pitch control position, a negative pitch control position, a positive yaw control position and a negative yaw control position; the dual-thruster rotation attitude control system provided by the application has the advantages of small number of thrusters, high reliability, simple structure and strong attitude control adaptability.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of solid attitude control system, and more particularly to a dual-thruster rotating attitude control system and method. BACKGROUND

[0002] The solid attitude control system mainly provides pitch, yaw, roll, quick repair and other attitude control power for the aircraft during flight, improves the flight accuracy, penetration ability and damage efficiency of the aircraft.

[0003] In the technical field of solid attitude control, the commonly used solid attitude control system can be divided into direct exhaust type attitude control system, pulse type attitude control system and gas storage type attitude control system according to energy control and use mode. From the attitude control layout mode, the above attitude control system uses the nozzle layout design mode of liquid attitude control, and its performance is restricted by the working performance, reliability and cost of high-temperature gas valve. Therefore, it is necessary to arrange 6 or 8 sets of thrusters with different exhaust directions, control the opening of electromagnetic valves in different directions, and realize different attitude control requirements.

[0004] At present, in the process of rotating the dual-thruster rotating attitude control system, control forces or control moments in the pitch, yaw and roll channels are generated at the same time, that is, control moments in the roll channel may be generated in the process of adjusting the pitch and yaw. Generally, the roll channel of the aircraft has smaller moment of inertia relative to the pitch and yaw channels. The attitude control moment generated in the roll channel in the process of adjusting the pitch and yaw will generate a large disturbance to the roll channel. The roll movement of the aircraft will further affect the angle direction of the thruster, and then change the size of the pitch and yaw control force, forming the control coupling between the roll channel and the pitch and yaw channels. Under this coupling condition, the attitude control system of the aircraft is easy to diverge and uncontrollable. Therefore, there is an urgent need for a dual-thruster rotating attitude control method which completely decouples the roll channel, to create conditions for the engineering application of the dual-thruster rotating attitude control system. SUMMARY

[0005] In view of at least one defect or improvement demand of the prior art, the present application provides a dual-thruster rotating attitude control system and method. The direction of the thruster is adjusted by changing the exhaust direction of the nozzle, and the direction adjustment replaces the traditional on-off adjustment. Through direction combination, the pitch, yaw and roll attitudes can be controlled by two sets of thrusters, thereby forming a rotating servo-adjusted solid attitude control system. The system has the advantages of less number of thrusters, high reliability, simple structure, high impulse mass ratio and light weight.

[0006] To achieve the above object, according to the first aspect of the present application, a dual-thruster rotation attitude control system is provided, the system comprising first thrusters distributed in a first mounting plane perpendicular to the longitudinal axis of a flight body, second thrusters distributed in a second mounting plane perpendicular to the longitudinal axis of the flight body; the first thrusters and the second thrusters are distributed radially symmetrically,

[0007] The first thrusters and the second thrusters are used to output attitude control force according to a set rotation attitude control strategy to achieve complete decoupling of the roll channel; the set rotation attitude control strategy comprises five control positions, i.e., a neutral position, a positive pitch control position, a negative pitch control position, a positive yaw control position and a negative yaw control position; wherein no attitude control force is output in the neutral position, positive pitch attitude control force is output in the positive pitch control position, negative pitch attitude control force is output in the negative pitch control position, positive yaw attitude control force is output in the positive yaw control position, and negative yaw attitude control force is output in the negative yaw control position.

[0008] The dual-thruster rotation attitude control system as described, the first mounting plane is arranged at the position of the angle bisector between the first quadrant and the fourth quadrant of the longitudinal section of the flight body, and the second mounting plane is arranged at the position of the angle bisector between the second quadrant and the third quadrant of the longitudinal section of the flight body.

[0009] The dual-thruster rotation attitude control system as described, the first thrusters and the second thrusters are both rotary servo thrusters.

[0010] The dual-thruster rotation attitude control system provided by the present application achieves thrust direction adjustment by changing the exhaust direction of the nozzle, has the advantages of less number of thrusters, high reliability, simple structure and strong attitude control adaptability.

[0011] In the second aspect, the embodiments of the present application provide a dual-thruster rotation attitude control method, which is implemented based on any of the above-mentioned dual-thruster rotation attitude control systems, and the method comprises the following steps:

[0012] Receiving an attitude control instruction, switching the rotation attitude control strategy of the first thrusters and the second thrusters according to the attitude control instruction and a set rotation attitude control strategy to achieve complete decoupling of the roll channel, and obtaining position information; the set rotation attitude control strategy comprises a roll channel static decoupling control method and a roll channel roll torque application method; wherein the roll channel static decoupling control method comprises: fixedly outputting attitude control force according to the set rotation attitude control strategy; and the roll channel roll torque application method comprises: rotating the flight body by an angle and outputting attitude control force according to the set rotation attitude control strategy.

[0013] Based on the position information, sensed attitude change information is sent to a control console computer. ​

[0014] As described in the dual-thruster rotational attitude control method, the step of fixing the output self-control force according to the set rotational attitude control strategy includes:

[0015] Center position: The azimuth angle of the first thruster is -45°, and the azimuth angle of the second thruster is 135°;

[0016] Positive pitch control positions: first thruster azimuth angle is -90°, second thruster azimuth angle is 270°;

[0017] Negative pitch control position: first thruster azimuth angle is 90°, second thruster azimuth angle is 90°;

[0018] Positive yaw control position: first thruster azimuth angle is 0°, second thruster azimuth angle is 0°;

[0019] Negative yaw control positions: first thruster azimuth angle is -180°, second thruster azimuth angle is 180°;

[0020] As described in the dual-thruster rotational attitude control method, the rotation is performed according to the set rotational attitude control strategy. Angles, including:

[0021] The first thruster reduces its azimuth angle based on five rotational attitude control strategies. The second thruster increases its azimuth angle based on five rotational attitude control strategies. During negative roll control, the azimuth angle of the first thruster is increased based on the five rotational attitude control strategies. The second thruster reduces its azimuth angle based on five rotational attitude control strategies. .

[0022] The dual-thrust rotational attitude control method described above further includes, as described, a roll channel dynamic decoupling control method.

[0023] The dynamic decoupling control method for the rolling channel includes:

[0024] Mid-position to positive pitch control position switching strategy: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to -135°; the second thruster moves at a constant speed from 135° to 225°; During the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -90°; the second thruster moves at a constant speed from 225° to 270°.

[0025] Pitch to mid-position control position switching strategy: During the first 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -90° to -135°; the second thruster moves at a constant speed from 270° to 225°; During the latter 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -45°; the second thruster moves at a constant speed from 225° to 135°.

[0026] Mid-position to negative pitch control position switching strategy: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to 45°; the second thruster moves at a constant speed from 135° to 45°; during the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from 45° to 90°; the second thruster moves at a constant speed from 45° to 90°.

[0027] Negative pitch to mid-position control position switching strategy: During the first 1 / 3 of the switching motion time, the first thruster moves at a constant speed from 90° to 45°; the second thruster moves at a constant speed from 90° to 45°; during the latter 2 / 3 of the switching motion time, the first thruster moves at a constant speed from 45° to -45°; the second thruster moves at a constant speed from 45° to 135°.

[0028] The dual-thrust rotation attitude control method described above, and the dynamic decoupling control method for the roll channel, further include:

[0029] Mid-position to positive yaw control position switching strategy: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to 45°; the second thruster moves at a constant speed from 135° to 45°; during the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from 45° to 0°; the second thruster moves at a constant speed from 45° to 0°.

[0030] The yaw mid-position control switching strategy is as follows: During the first 1 / 3 of the switching motion time, the first thruster moves from 0° to 45° at a constant speed; the second thruster moves from 0° to 45° at a constant speed; during the latter 2 / 3 of the switching motion time, the first thruster moves from 45° to -45° at a constant speed; the second thruster moves from 45° to 135° at a constant speed.

[0031] Mid-position to negative yaw control position switching strategy: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to -135°; the second thruster moves at a constant speed from 135° to 225°; During the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -180°; the second thruster moves at a constant speed from 225° to 180°.

[0032] Negative yaw heading center position switching strategy: During the first 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -180° to -135°; the second thruster moves at a constant speed from 180° to 225°; during the latter 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -45°; the second thruster moves at a constant speed from 225° to 135°.

[0033] As described in the dual-thruster rotational attitude control method, the angle increment... The value is determined based on the ratio of the aircraft's roll inertia to its pitch and yaw inertia, as well as the roll channel adjustment response speed factor, and the range is 5° to 20°.

[0034] According to a third aspect of the invention, a computer-readable storage medium is also provided, wherein a computer program is stored in the computer program, which is configured to execute the above-described dual-thruster rotational attitude control method at runtime.

[0035] In summary, compared with the prior art, the above-described technical solutions conceived by this invention can achieve the following beneficial effects:

[0036] (1) The present invention provides a dual-thrust rotational attitude control system, including a first thruster distributed in a first mounting surface perpendicular to the longitudinal axis of the flight body, and a second thruster distributed in a second mounting surface perpendicular to the longitudinal axis of the flight body; the first thruster and the second thruster are symmetrically distributed radially, and the first thruster and the second thruster are used to output attitude control force according to a set rotational attitude control strategy to achieve complete decoupling of the roll channel; the set rotational attitude control strategy includes five control positions: mid-position, positive pitch control position, negative pitch control position, positive yaw control position and negative yaw control position; the dual-thrust rotational attitude control system provided by the present invention has a small number of thrusters, high reliability, simple structure and strong attitude control adaptability.

[0037] (2) The present invention also provides a rotation attitude control method for a dual-thruster rotation attitude control system. When the turntable receives the attitude control command sent by the ground equipment, the dual-thruster rotation attitude control method with complete decoupling of the roll channel is used to switch the rotation attitude control strategy of the thruster according to the set rotation attitude control strategy to obtain the position information. This can solve the control coupling problem between the roll channel and the pitch and yaw channels, and reduce the difficulty of designing the flight control algorithm of the aircraft. The dual-thruster rotation attitude control method can output combined pitch attitude control force and yaw attitude control force through angle control, which can realize multi-channel composite control of the attitude control system. It has the advantages of flexible and adjustable output thrust and strong attitude control adaptability. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 A flowchart illustrating an optional dual-thruster rotational attitude control method provided in this application embodiment;

[0040] Figure 2 This is a schematic diagram of the arrangement of the dual-thrust attitude control system adapted to the present invention.

[0041] Figure 3 A schematic diagram of five rotational attitude control strategies for the dual-thrust attitude control system adapted to this invention.

[0042] Figure 4 This is a schematic diagram of the method for applying the control torque of the mid-position roll channel in the attitude control of the dual thrusters of the roll channel according to the present invention.

[0043] Figure 5 This is a schematic diagram of the roll control torque curve for switching from mid-position to positive yaw in a conventional control scheme.

[0044] Figure 6 This is a schematic diagram of the roll control torque curve for the mid-position to positive yaw switching in the dynamic decoupling method for attitude control of the dual thrusters in the roll channel of the present invention.

[0045] Figure 7 This is a schematic diagram of thrust decomposition in the dynamic decoupling method for attitude control of dual thrusters in the rolling channel of the present invention.

[0046] Figure 8 This is a schematic diagram of the mid-position to positive yaw of the dynamic decoupling method for attitude control of the dual thrusters in the roll channel of the present invention.

[0047] Figure 9 This is a schematic diagram of the mid-position to positive pitch of the dynamic decoupling method for attitude control of the dual thrusters in the roll channel of the present invention. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0049] The terms "first," "second," "third," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0050] In a dual-thrust rotating attitude control system, control forces or torques are generated simultaneously in three channels: pitch, yaw, and roll, during thruster rotation. Specifically, control torques may be generated in the roll channel during pitch and yaw adjustments. Typically, the roll channel of an aircraft has a smaller moment of inertia than the pitch and yaw channels. The attitude control torques generated in the roll channel during pitch and yaw adjustments can cause significant disturbances to the roll channel. The aircraft's roll motion further affects the thruster's angle and orientation, thereby changing the magnitude of the pitch and yaw control forces. This creates control coupling between the roll channel and the pitch and yaw channels. Under this coupling condition, the aircraft's attitude control system is prone to divergence and uncontrollability. Therefore, there is an urgent need for a dual-thrust rotating attitude control method that completely decouples the roll channel to create conditions for the engineering application of dual-thrust rotating attitude control systems.

[0051] The dual-thrust rotary attitude control system provided by this invention achieves thrust direction adjustment by changing the exhaust direction of the nozzle, replacing traditional switch adjustment with direction adjustment. Through direction combination, pitch, yaw, and roll attitude control can be achieved by two sets of thrusters, thus forming a rotary servo-adjustable solid-state attitude control system. This system is a novel attitude control mode with advantages such as fewer thrusters, high reliability, simple structure, high impulse-to-mass ratio, and light weight.

[0052] According to one aspect of an embodiment of this application, a dual-thruster rotational attitude control system is provided. The following is in conjunction with... Figure 1 The dual-thrust rotational attitude control system provided in the embodiments of this application is described as follows: Figure 1 As shown, the system includes a first thruster distributed in a first mounting surface perpendicular to the longitudinal axis of the flight body, and a second thruster distributed in a second mounting surface perpendicular to the longitudinal axis of the flight body; the first thruster and the second thruster are symmetrically distributed radially.

[0053] The first and second thrusters are used to output attitude control force according to the set rotational attitude control strategy, so as to achieve complete decoupling of the roll channel.

[0054] The set rotational attitude control strategy includes five control positions: neutral position, positive pitch control position, negative pitch control position, positive yaw control position, and negative yaw control position. The first and second thrusters do not output attitude control force when in the neutral position, output positive pitch attitude control force when in the positive pitch control position, output negative pitch attitude control force when in the negative pitch control position, output positive yaw attitude control force when in the positive yaw control position, and output negative yaw attitude control force when in the negative yaw control position.

[0055] In an optional embodiment, the first mounting surface is arranged at the bisector of the angle between the first and fourth quadrants of the longitudinal section of the aircraft, and the second mounting surface is arranged at the bisector of the angle between the second and third quadrants of the longitudinal section of the aircraft.

[0056] In an optional embodiment, both the first thruster and the second thruster are rotary servo thrusters.

[0057] According to another aspect of the embodiments of this application, a dual-thruster rotational attitude control method is provided. The following is in conjunction with... Figure 2 This application describes a dual-thruster rotational attitude control method provided in its embodiments.

[0058] Figure 2 This is a flowchart illustrating an optional dual-thruster rotational attitude control method provided in an embodiment of this application. It is applied to a dual-thruster rotational attitude control system, which includes a first thruster and a second thruster arranged radially symmetrically, as shown below. Figure 2 As shown, the process of this method may include the following steps:

[0059] S102, receive attitude control command, and switch the rotation attitude control strategy of the first thruster and the second thruster according to the set rotation attitude control strategy to achieve complete decoupling of the roll channel and obtain position information.

[0060] The set rotational attitude control strategy includes a static decoupling control method for the roll channel and a roll torque application method for the roll channel.

[0061] The static decoupling control method for the roll channel includes: fixing the output attitude control force according to a set rotation attitude control strategy. The roll channel roll torque application method includes: rotating according to the set rotation attitude control strategy. It measures the angle and outputs the attitude control force.

[0062] S104, based on the location information, the sensitive attitude change information is sent to the console computer.

[0063] The dual-thrust rotary attitude control method provided in this application embodiment can be applied to a dual-thrust rotary attitude control system. For example... Figure 1As shown, the dual-thruster rotational attitude control system involved in this embodiment consists of two sets of rotary servo thrusters arranged radially symmetrically in the thrust output direction. The system includes: two sets of rotary servo thrusters arranged radially in the thrust output direction, wherein the rotary servo thrusters can be controlled by servo motors according to instructions to control the thrust output azimuth angle.

[0064] In one embodiment, the rotary servo thruster can be controlled by a servo motor according to instructions to output the thrust azimuth angle. The required attitude control force is generated by the combination of the azimuth angles of the two rotary servo thrusters. The first thruster is arranged at a position 45° off the fourth quadrant of the longitudinal section of the flight body, with a median azimuth angle of -45° and a motion angle range of -180° to 90°. The second thruster is arranged at a position 45° off the third quadrant of the longitudinal section of the flight body, with a median azimuth angle of 135° and a motion angle range of 0° to 270°.

[0065] like Figure 3 As shown, the dual-thrust rotational attitude control system of this application is designed with five rotational attitude control strategies, including neutral position, positive pitch control position, negative pitch control position, positive yaw control position, and negative yaw control position. The thruster does not output attitude control force in the neutral position, outputs positive pitch attitude control force in the positive pitch control position, outputs negative pitch attitude control force in the negative pitch control position, outputs positive yaw attitude control force in the positive yaw control position, and outputs negative yaw attitude control force in the negative yaw control position.

[0066] Based on the above embodiments, as an optional embodiment, the static decoupling control method of the roll channel in the dual-thruster rotation attitude control method provided by the present invention is as follows: under five rotation attitude control strategies, the azimuth angle of the rotation servo thruster is as follows, that is, the torque generated by the two sets of rotation servo thrusters on the roll channel can be completely canceled out.

[0067] Specifically, the self-control force is fixed according to the set rotational attitude control strategy, including:

[0068] Center position: The azimuth angle of the first thruster is -45°, and the azimuth angle of the second thruster is 135°;

[0069] Positive pitch control positions: first thruster azimuth angle is -90°, second thruster azimuth angle is 270°;

[0070] Negative pitch control position: first thruster azimuth angle is 90°, second thruster azimuth angle is 90°;

[0071] Positive yaw control position: first thruster azimuth angle is 0°, second thruster azimuth angle is 0°;

[0072] Negative yaw control positions: first thruster azimuth angle is -180°, second thruster azimuth angle is 180°.

[0073] The method for applying the rolling torque in the rolling channel is based on five rotational attitude control strategies, using angle increments. This is to achieve the application of roll control torque. For example... Figure 4 As shown, by adjusting the azimuth angle of the rotary servo thruster I... azimuth angle of the second thruster azimuth increment Servo control is performed, and the yaw attitude control force is calculated according to the formula based on the rated output force F0 of the rotary servo thruster. Pitch control This achieves decoupling of the pitch, yaw, and roll channels, enabling servo control of pitch and yaw attitude control forces while maintaining roll torque balance. It can also output combined pitch and yaw attitude control forces, achieving multi-channel composite control of the attitude control system. It should be noted that the angle increment... Its value is determined based on the ratio of the aircraft's roll inertia to its pitch and yaw inertia, as well as the roll channel adjustment response speed factor, and is generally in the range of 5° to 20°.

[0074] like Figure 5 As shown, the roll channel control torque application method, based on five rotational attitude control strategies, uses angle increments... To achieve the application of roll control torque, the specific control strategy is as follows: during positive roll control, the azimuth angle of the first thruster decreases based on the five rotational attitude control strategies. The second thruster increases its azimuth angle based on five rotational attitude control strategies. During negative roll control, the azimuth angle of the first thruster increases based on the five rotational attitude control strategies. The second thruster reduces its azimuth angle based on five rotational attitude control strategies. angular increment Its value is determined based on the ratio of the aircraft's roll inertia to its pitch and yaw inertia, as well as the roll channel adjustment response speed factor, and is generally in the range of 5° to 20°.

[0075] like Figure 6 , Figure 7 As shown in the simulation curve, when switching from neutral to positive yaw, the maximum value of the roll control torque curve of the conventional control scheme is 0.78. According to the dual-thruster rotational attitude control method strategy of the present invention, the maximum equivalent rolling torque during the switching process is -10×10⁻¹⁵. This proves that the rolling torque at any point remains in equilibrium.

[0076] Based on the above embodiments, as an optional embodiment, the rotational attitude control strategy set in the dual-thruster rotational attitude control method provided by the present invention further includes: a roll channel dynamic decoupling control method, which includes:

[0077] Mid-position to positive pitch control position switching strategy: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to -135°; the second thruster moves at a constant speed from 135° to 225°; during the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -90°; the second thruster moves at a constant speed from 225° to 270°.

[0078] The strategy for switching from positive pitch to mid-position control: During the first 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -90° to -135°; the second thruster moves at a constant speed from 270° to 225°; During the latter 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -45°; the second thruster moves at a constant speed from 225° to 135°.

[0079] Mid-position to negative pitch control position switching strategy: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to 45°; the second thruster moves at a constant speed from 135° to 45°; during the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from 45° to 90°; the second thruster moves at a constant speed from 45° to 90°.

[0080] Negative pitch to mid-position control position switching strategy: During the first 1 / 3 of the switching motion time, the first thruster moves at a constant speed from 90° to 45°; the second thruster moves at a constant speed from 90° to 45°; during the latter 2 / 3 of the switching motion time, the first thruster moves at a constant speed from 45° to -45°; the second thruster moves at a constant speed from 45° to 135°.

[0081] Furthermore, it also includes:

[0082] Mid-position to positive yaw control position switching strategy: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to 45°; the second thruster moves at a constant speed from 135° to 45°; during the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from 45° to 0°; the second thruster moves at a constant speed from 45° to 0°.

[0083] The yaw mid-position control switching strategy is as follows: During the first 1 / 3 of the switching motion time, the first thruster moves from 0° to 45° at a constant speed; the second thruster moves from 0° to 45° at a constant speed. During the latter 2 / 3 of the switching motion time, the first thruster moves from 45° to -45° at a constant speed; the second thruster moves from 45° to 135° at a constant speed.

[0084] Mid-position to negative yaw control position switching strategy: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to -135°; the second thruster moves at a constant speed from 135° to 225°; During the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -180°; the second thruster moves at a constant speed from 225° to 180°.

[0085] Negative yaw heading center position switching strategy: During the first 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -180° to -135°; the second thruster moves at a constant speed from 180° to 225°; during the latter 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -45°; the second thruster moves at a constant speed from 225° to 135°.

[0086] Specifically, the dynamic decoupling control method for the roll channel is to switch between five rotational attitude control strategies according to a specific strategy. That is, during the dynamic switching process, the torque generated by the two sets of rotational servo thrusters on the roll channel can be completely canceled at all times.

[0087] like Figure 8 As shown, the mid-position to positive yaw control position switching strategy is as follows: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to 45°; the second thruster moves at a constant speed from 135° to 45°; during the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from 45° to 0°; the second thruster moves at a constant speed from 45° to 0°.

[0088] That is, the angular motion law of thruster I during the time interval 0 to t1 is as follows:

[0089]

[0090] The angular motion law of thruster II is as follows:

[0091]

[0092] As can be seen from the formula, during the time interval 0 to t1, the rolling torque of the rotary servo dual thruster attitude control system remains balanced from the neutral position to the positive yaw position.

[0093] The strategy for transitioning from positive yaw to mid-position is as follows: during the first 1 / 3 of the switching motion time, the first thruster moves from 0° to 45° at a constant speed; the second thruster moves from 0° to 45° at a constant speed. During the latter 2 / 3 of the switching motion time, the first thruster moves from 45° to -45° at a constant speed; the second thruster moves from 45° to 135° at a constant speed. This strategy is a trajectory retracing from mid-position to positive yaw, which can also ensure the balance of rolling torque at any point.

[0094] Similarly, the negative yaw control law is as follows:

[0095] The angular motion law of thruster I is as follows:

[0096]

[0097] The angular motion law of thruster II is as follows:

[0098]

[0099] The switching strategy from mid-position to negative yaw control position is as follows: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to -135°; the second thruster moves at a constant speed from 135° to 225°; during the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -180°; the second thruster moves at a constant speed from 225° to 180°.

[0100] The negative yaw mid-position control switching strategy is as follows: During the first 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -180° to -135°; the second thruster moves at a constant speed from 180° to 225°; during the latter 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -45°; the second thruster moves at a constant speed from 225° to 135°.

[0101] like Figure 9 As shown, the positive pitch control law is:

[0102] The angular motion law of thruster I is as follows:

[0103]

[0104] The angular motion law of thruster II is as follows:

[0105]

[0106] The mid-position to positive pitch control switching strategy is as follows: During the first 2 / 3 of the switching motion, the first thruster moves at a constant speed from -45° to -135°; the second thruster moves at a constant speed from 135° to 225°; during the last 1 / 3 of the switching motion, the first thruster moves at a constant speed from -135° to -90°; the second thruster moves at a constant speed from 225° to 270°.

[0107] Pitch to mid-position control position switching strategy: During the first 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -90° to -135°; the second thruster moves at a constant speed from 270° to 225°; During the latter 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -45°; the second thruster moves at a constant speed from 225° to 135°.

[0108] The negative pitch control law is as follows:

[0109] The angular motion law of thruster I is as follows:

[0110]

[0111] The angular motion law of thruster II is as follows:

[0112]

[0113] The strategy for switching from mid-position to negative pitch control position is as follows: During the first two-thirds of the switching motion, the first thruster moves at a constant speed from -45° to 45°; the second thruster moves at a constant speed from 135° to 45°; during the last one-third of the switching motion, the first thruster moves at a constant speed from 45° to 90°; the second thruster moves at a constant speed from 45° to 90°.

[0114] Negative pitch to mid-position control position switching strategy: During the first 1 / 3 of the switching motion time, the first thruster moves at a constant speed from 90° to 45°; the second thruster moves at a constant speed from 90° to 45°; during the latter 2 / 3 of the switching motion time, the first thruster moves at a constant speed from 45° to -45°; the second thruster moves at a constant speed from 45° to 135°.

[0115] In summary, this invention, through a completely decoupled dual-thruster rotational attitude control method, can ensure that the torque generated on the roll channel can be completely canceled at all times during static and dynamic switching processes, and the roll control torque can be applied through angle increments. This solves the control coupling between the roll channel and the pitch and yaw channels, creating conditions for the engineering application of dual-thruster rotational attitude control systems.

[0116] According to another aspect of the embodiments of this application, a storage medium is also provided. Optionally, in this embodiment, the storage medium can be used to execute the program code of any of the dual-thruster rotational attitude control methods described above in the embodiments of this application.

[0117] Optionally, in this embodiment, the storage medium is configured to store program code for performing the following steps:

[0118] S102, receive attitude control command, and switch the rotation attitude control strategy of the first thruster and the second thruster according to the set rotation attitude control strategy to achieve complete decoupling of the roll channel and obtain position information.

[0119] The set rotational attitude control strategy includes a static decoupling control method for the roll channel and a roll torque application method for the roll channel. The static decoupling control method for the roll channel includes: fixing the output attitude control force according to the set rotational attitude control strategy; the roll torque application method for the roll channel includes: rotating according to the set rotational attitude control strategy. Angle and output attitude control force;

[0120] S104, based on the location information, the sensitive attitude change information is sent to the console computer.

[0121] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments, and will not be repeated in this embodiment.

[0122] The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, DVDs, CD-ROMs, microdrives, as well as magneto-optical disks, ROMs, RAMs, EPROMs, EEPROMs, DRAMs, VRAMs, flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0123] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments, and will not be repeated here.

[0124] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0125] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0126] In the several embodiments provided in this application, it should be understood that the disclosed apparatus can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some service interface; the indirect coupling or communication connection between devices or units may be electrical or other forms.

[0127] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0128] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0129] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage device (CMD). Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a memory and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned memory includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0130] Those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, which may include: a flash drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, etc.

[0131] The foregoing description is merely an exemplary embodiment of this disclosure and should not be construed as limiting the scope of this disclosure. Any equivalent changes and modifications made in accordance with the teachings of this disclosure shall still fall within the scope of this disclosure. Those skilled in the art will readily conceive of embodiments of this disclosure upon considering the specification and practicing the disclosure herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not described herein. The specification and embodiments are to be considered exemplary only, and the scope and spirit of this disclosure are defined by the claims.

[0132] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0133] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A dual-thruster rotational attitude control system, characterized in that, The system includes a first thruster distributed within a first mounting surface perpendicular to the longitudinal axis of the flight body, and a second thruster distributed within a second mounting surface perpendicular to the longitudinal axis of the flight body; the first and second thrusters are radially symmetrically distributed. Both the first and second thrusters are used to output attitude control force according to a set rotational attitude control strategy to achieve complete decoupling of the roll channel. The set rotational attitude control strategy includes five control positions: neutral, positive pitch control, negative pitch control, positive yaw control, and negative yaw control. Specifically, no attitude control force is output in the neutral position; positive pitch control force is output in the positive pitch control position; negative pitch control force is output in the negative pitch control position; positive yaw control force is output in the positive yaw control position; and negative yaw control force is output in the negative yaw control position. The set rotational attitude control strategy also includes a dynamic decoupling control method for the roll channel. The dynamic decoupling control method for the rolling channel includes: Mid-position to positive pitch control position switching strategy: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to -135°; the second thruster moves at a constant speed from 135° to 225°; During the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -90°; the second thruster moves at a constant speed from 225° to 270°. Pitch to mid-position control position switching strategy: During the first 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -90° to -135°; the second thruster moves at a constant speed from 270° to 225°; During the latter 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -45°; the second thruster moves at a constant speed from 225° to 135°. Mid-position to negative pitch control position switching strategy: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to 45°; the second thruster moves at a constant speed from 135° to 45°; during the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from 45° to 90°; the second thruster moves at a constant speed from 45° to 90°. Negative pitch to mid-position control position switching strategy: During the first 1 / 3 of the switching motion time, the first thruster moves at a constant speed from 90° to 45°; the second thruster moves at a constant speed from 90° to 45°; during the latter 2 / 3 of the switching motion time, the first thruster moves at a constant speed from 45° to -45°; the second thruster moves at a constant speed from 45° to 135°.

2. The dual-thruster rotational attitude control system as described in claim 1, characterized in that, The first mounting surface is located at the bisector of the angle between the first and fourth quadrants of the longitudinal section of the aircraft body, and the second mounting surface is located at the bisector of the angle between the second and third quadrants of the longitudinal section of the aircraft body.

3. The dual-thruster rotational attitude control system as described in claim 1 or 2, characterized in that, Both the first thruster and the second thruster are rotary servo thrusters.

4. A dual-thruster rotational attitude control method, said method being implemented based on the dual-thruster rotational attitude control system according to any one of claims 1-3, characterized in that, The method includes: Upon receiving attitude control commands, the rotational attitude control strategies of the first and second thrusters are switched according to a pre-defined rotational attitude control strategy to achieve complete decoupling of the roll channel and obtain position information. The pre-defined rotational attitude control strategy includes a static decoupling control method for the roll channel and a roll torque application method for the roll channel. The static decoupling control method includes fixing the output attitude control force according to the pre-defined rotational attitude control strategy. The roll torque application method includes rotating the thrust channel according to the pre-defined rotational attitude control strategy. The angle is set and the attitude control force is output; the set rotation attitude control strategy also includes: a roll channel dynamic decoupling control method, wherein the roll channel dynamic decoupling control method includes: Mid-position to positive pitch control position switching strategy: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to -135°; the second thruster moves at a constant speed from 135° to 225°; During the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -90°; the second thruster moves at a constant speed from 225° to 270°. Pitch to mid-position control position switching strategy: During the first 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -90° to -135°; the second thruster moves at a constant speed from 270° to 225°; During the latter 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -45°; the second thruster moves at a constant speed from 225° to 135°. Mid-position to negative pitch control position switching strategy: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to 45°; the second thruster moves at a constant speed from 135° to 45°; during the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from 45° to 90°; the second thruster moves at a constant speed from 45° to 90°. Negative pitch to mid-position control position switching strategy: During the first 1 / 3 of the switching motion time, the first thruster moves from 90° to 45° at a constant speed; the second thruster moves from 90° to 45° at a constant speed; During the latter 2 / 3 of the switching motion time, the first thruster moves from 45° to -45° at a constant speed; the second thruster moves from 45° to 135° at a constant speed. Based on the location information, the sensitive attitude change information is sent to the console computer.

5. The dual-thruster rotational attitude control method as described in claim 4, characterized in that, The fixed output of self-control force according to the set rotational attitude control strategy includes: Center position: The azimuth angle of the first thruster is -45°, and the azimuth angle of the second thruster is 135°; Positive pitch control positions: first thruster azimuth angle is -90°, second thruster azimuth angle is 270°; Negative pitch control position: first thruster azimuth angle is 90°, second thruster azimuth angle is 90°; Positive yaw control position: first thruster azimuth angle is 0°, second thruster azimuth angle is 0°; Negative yaw control positions: first thruster azimuth angle is -180°, second thruster azimuth angle is 180°.

6. The dual-thruster rotational attitude control method as described in claim 4, characterized in that, The rotation is based on the set rotational attitude control strategy. Angles, including: The first thruster reduces its azimuth angle based on five rotational attitude control strategies. The second thruster increases its azimuth angle based on five rotational attitude control strategies. During negative roll control, the azimuth angle of the first thruster is increased based on the five rotational attitude control strategies. The second thruster reduces its azimuth angle based on five rotational attitude control strategies. .

7. The dual-thruster rotational attitude control method as described in claim 4, characterized in that, The dynamic decoupling control method for the rolling channel further includes: Mid-position to positive yaw control position switching strategy: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to 45°; the second thruster moves at a constant speed from 135° to 45°; during the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from 45° to 0°; the second thruster moves at a constant speed from 45° to 0°. The yaw mid-position control switching strategy is as follows: During the first 1 / 3 of the switching motion time, the first thruster moves from 0° to 45° at a constant speed; the second thruster moves from 0° to 45° at a constant speed; during the latter 2 / 3 of the switching motion time, the first thruster moves from 45° to -45° at a constant speed; the second thruster moves from 45° to 135° at a constant speed. Mid-position to negative yaw control position switching strategy: During the first 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -45° to -135°; the second thruster moves at a constant speed from 135° to 225°; During the last 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -180°; the second thruster moves at a constant speed from 225° to 180°. Negative yaw heading center position switching strategy: During the first 1 / 3 of the switching motion time, the first thruster moves at a constant speed from -180° to -135°; the second thruster moves at a constant speed from 180° to 225°; during the latter 2 / 3 of the switching motion time, the first thruster moves at a constant speed from -135° to -45°; the second thruster moves at a constant speed from 225° to 135°.

8. The dual-thruster rotational attitude control method as described in claim 6, characterized in that, Angle increment The value is determined based on the ratio of the aircraft's roll inertia to its pitch and yaw inertia, as well as the roll channel adjustment response speed factor, and the range is 5° to 20°.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein the program, when executed, performs the method of any one of claims 4 to 8.

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