Thrust vector control method based on secondary flow channel pressure ratio combined control strategy

Abstract

The present invention relates to a thrust vector control method based on a secondary flow channel pressure ratio combination control strategy, and relates to the field of engine thrust vector control. Various preset working conditions of engine thrust vector control are obtained, and the first and second control valves are controlled under each preset working condition to obtain a secondary flow channel pressure ratio combination control strategy. In each preset working condition, the pressure ratios of the second and first secondary flow channels are gradually changed correspondingly while the pressure ratios of the first and second secondary flow channels are kept at the maximum, and the thrust vector angle under each second secondary flow channel pressure ratio and the thrust vector angle under each first secondary flow channel pressure ratio are recorded; the corresponding relationship between all thrust vector angles obtained and the combination of the first secondary flow channel pressure ratio and the second secondary flow channel pressure ratio is used as a secondary flow channel pressure ratio combination control strategy for controlling the engine thrust vector angle, so that the control relationship between the secondary flow control parameter and the thrust vector angle can be accurately and stably established, and the thrust vector angle can be stably controlled.

Description

Technical Field

[0001] The present invention relates to the technical field of engine thrust vector control, and in particular to a thrust vector control method based on a secondary flow channel pressure ratio combined control strategy. Background Art

[0002] Thrust vectoring can provide decoupled control force and torque for the aircraft by controlling the deflection of the engine jet, greatly expanding the aircraft's operating envelope and enhancing the aircraft's maneuverability and control capabilities. It is one of the typical signs of the next generation of advanced aircraft. The principle of mechanical thrust vectoring control is simple, but it has shortcomings such as heavy structure, complex control mechanism, and slow control response. Jet thrust vectoring realizes jet deflection based on the principle of flow control. It has the advantages of simple structure, light weight, and fast response, and has become an important development direction of thrust vectoring technology in the future. Active secondary flow jet thrust vectors have become a hot topic in the research of jet thrust vectoring technology and have received the focus of researchers due to their high jet energy density, strong control energy, and high control efficiency. Summary of the invention

[0003] The technical problem to be solved by the present application is to provide a thrust vector control method based on a secondary flow channel pressure ratio combined control strategy, which has the characteristics of being able to establish a more precise and stable control relationship between the secondary flow control parameters and the thrust vector angle, and more stably control the thrust vector angle.

[0004] In a first aspect, an embodiment provides a thrust vector control method based on a secondary flow channel pressure ratio combined control strategy, including:

[0005] Obtain the current working condition of the engine thrust vector control and the thrust vector angle of the engine to be controlled;

[0006] Based on the secondary flow channel pressure ratio combined control strategy, the first control valve and the second control valve of the thrust vector nozzle are controlled to correspondingly realize the control of the first secondary flow channel pressure ratio and the control of the second secondary flow channel pressure ratio, thereby controlling the thrust vector angle to be controlled; the thrust vector nozzle includes two left and right secondary flow control valves, one of which is used as the first control valve, and the other is used as the second control valve; the secondary flow channel pressure ratio refers to the ratio of the total pressure of the secondary flow channel to the atmospheric reference pressure;

[0007] The method for obtaining the secondary flow channel pressure ratio combination control strategy includes:

[0008] Various preset working conditions of engine thrust vector control are obtained, and the first control valve and the second control valve are controlled under each preset working condition to obtain a secondary flow channel pressure ratio combined control strategy; wherein, for any preset working condition, the first control valve and the second control valve are controlled to obtain a secondary flow channel pressure ratio combined control strategy, including:

[0009] While keeping the pressure ratio of the first secondary flow channel at the maximum, gradually change the pressure ratio of the second secondary flow channel, and record the thrust vector angle at each pressure ratio of the second secondary flow channel; while keeping the pressure ratio of the second secondary flow channel at the maximum, gradually change the pressure ratio of the first secondary flow channel, and record the thrust vector angle at each pressure ratio of the first secondary flow channel;

[0010] The obtained correspondence between all thrust vector angles and the combination of the first secondary flow channel pressure ratio and the second secondary flow channel pressure ratio is used as a secondary flow channel pressure ratio combination control strategy for controlling the engine thrust vector angle.

[0011] In one embodiment, the method of gradually changing the pressure ratio of the second secondary flow channel while maintaining the pressure ratio of the first secondary flow channel at a maximum includes: based on a preset maximum second secondary flow channel pressure ratio, gradually changing the pressure ratio of the second secondary flow channel from maximum to 0 or from 0 to maximum; wherein, the method of obtaining the maximum second secondary flow channel pressure ratio includes: under the condition of maximum thrust, maintaining the pressure ratio of the first secondary flow channel at 0, gradually increasing the pressure ratio of the second secondary flow channel until the obtained engine thrust vector angle is maximum, and using the second secondary flow channel pressure ratio corresponding to the maximum thrust vector angle of the engine as the maximum second secondary flow channel pressure ratio.

[0012] In one embodiment, gradually changing the pressure ratio of the second secondary flow channel from maximum to 0 or from 0 to maximum includes: when gradually changing the pressure ratio of the second secondary flow channel, the amount of change each time is the same.

[0013] In one embodiment, the maximum second secondary flow channel pressure ratio is used as the maximum first secondary flow channel pressure ratio; the gradually changing the first secondary flow channel pressure ratio while maintaining the second secondary flow channel pressure ratio at the maximum includes: based on a preset maximum first secondary flow channel pressure ratio, gradually changing the first secondary flow channel pressure ratio from the maximum to 0 or from 0 to the maximum.

[0014] In one embodiment, the gradually changing the pressure ratio of the first secondary flow channel from a maximum to 0 or from 0 to a maximum includes: when the pressure ratio of the first secondary flow channel is gradually changed, the amount of each change is the same; when the pressure ratio of the second secondary flow channel is gradually changed, the amount of each change is the same as the amount of each change when the pressure ratio of the first secondary flow channel is gradually changed.

[0015] In one embodiment, the gradually changing the pressure ratio of the first secondary flow channel while maintaining the pressure ratio of the second secondary flow channel at a maximum comprises: based on a preset maximum first secondary flow channel pressure ratio, gradually changing the pressure ratio of the first secondary flow channel from maximum to 0 or from 0 to maximum; wherein the method for obtaining the maximum first secondary flow channel pressure ratio comprises: under the condition of maximum thrust, maintaining the pressure ratio of the second secondary flow channel at 0, gradually increasing the pressure ratio of the first secondary flow channel until the obtained engine thrust vector angle is maximum, and taking the first secondary flow channel pressure ratio corresponding to the maximum thrust vector angle of the engine as the maximum first secondary flow channel pressure ratio.

[0016] In one embodiment, gradually changing the pressure ratio of the first secondary flow channel from maximum to 0 or from 0 to maximum includes: when gradually changing the pressure ratio of the first secondary flow channel, the amount of each change is the same.

[0017] In one embodiment, the maximum first secondary flow channel pressure ratio is used as the maximum second secondary flow channel pressure ratio; the second secondary flow channel pressure ratio is gradually changed while maintaining the first secondary flow channel pressure ratio at the maximum, including: based on a preset maximum second secondary flow channel pressure ratio, the second secondary flow channel pressure ratio is gradually changed from the maximum to 0 or from 0 to the maximum.

[0018] In one embodiment, the gradually changing the pressure ratio of the second secondary flow channel from a maximum to 0 or from 0 to a maximum includes: when the pressure ratio of the second secondary flow channel is gradually changed, the amount of change each time is the same; when the pressure ratio of the second secondary flow channel is gradually changed, the amount of change each time is the same as the amount of change each time the pressure ratio of the first secondary flow channel is gradually changed.

[0019] The beneficial effects of the present invention are:

[0020] In the method for obtaining the secondary flow channel pressure ratio combination control strategy, various preset working conditions of the engine thrust vector control are obtained, and the first control valve and the second control valve are controlled under each preset working condition to obtain the secondary flow channel pressure ratio combination control strategy; wherein, for any preset working condition, the first control valve and the second control valve are controlled to obtain the secondary flow channel pressure ratio combination control strategy, including: while keeping the first secondary flow channel pressure ratio at the maximum, gradually changing the second secondary flow channel pressure ratio, and recording the thrust vector angle under each second secondary flow channel pressure ratio; while keeping the second secondary flow channel pressure ratio at the maximum, gradually changing the first secondary flow channel pressure ratio, and recording the thrust vector angle under each first secondary flow channel pressure ratio; using the corresponding relationship between all thrust vector angles obtained and the combination of the first secondary flow channel pressure ratio and the second secondary flow channel pressure ratio as the secondary flow channel pressure ratio combination control strategy for controlling the engine thrust vector angle, so that the control relationship between the secondary flow control parameters and the thrust vector angle can be accurately and stably established, and since the thrust vector angle of the engine is controlled based on the control relationship, the control of the thrust vector angle is more stable. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a flow chart of a thrust vector control method based on a secondary flow channel pressure ratio combination control strategy according to an embodiment of the present application;

[0022] Figure 2 It is a flow chart of a method for obtaining a secondary flow channel pressure ratio combination control strategy under any preset working condition according to an embodiment of the present application. DETAILED DESCRIPTION

[0023] The present invention is further described in detail below by specific embodiments in conjunction with the accompanying drawings. Wherein similar elements in different embodiments adopt associated similar element numbers. In the following embodiments, many detailed descriptions are for making the present application better understood. However, those skilled in the art can easily recognize that some features can be omitted in different situations, or can be replaced by other elements, materials, methods. In some cases, some operations related to the present application are not shown or described in the specification, this is to avoid the core part of the present application being overwhelmed by too much description, and for those skilled in the art, it is not necessary to describe these related operations in detail, and they can fully understand the related operations according to the description in the specification and the general technical knowledge in the art.

[0024] In addition, the features, operations or characteristics described in the specification can be combined in any appropriate manner to form various implementations. At the same time, the steps or actions in the method description can also be interchanged or adjusted in a manner that is obvious to those skilled in the art. Therefore, the various sequences in the specification and the drawings are only for the purpose of clearly describing a certain embodiment and are not meant to be a required sequence, unless otherwise specified that a certain sequence must be followed.

[0025] The serial numbers assigned to the components in this article, such as "first", "second", etc., are only used to distinguish the objects described and do not have any order or technical meaning.

[0026] To facilitate the description of the inventive concept of the present application, the engine thrust vector control technology is briefly described below.

[0027] At present, active secondary flow thrust vectoring technology mostly adopts the ejection type passive fluid thrust vectoring scheme. However, the applicant found in the research that in the current ejection type passive fluid thrust vectoring scheme, it is believed that as the injection port area increases, the secondary flow channel pressure ratio increases, and the vector deflection angle increases. Although a simple valve opening proportional control method can be used to achieve effective deflection of the engine jet, there are disadvantages such as the control characteristics are easily affected by the flight state and the flight environment, and the relationship between the vector angle and the secondary flow control parameters cannot be stably established, and it is difficult to obtain a stable aerodynamic force and torque model. In addition, the secondary flow gas source characteristics will change with the engine operating conditions or the gas source generating device and the engine jet characteristics, making it difficult for the traditional valve opening proportional control method to obtain a stable control relationship. Therefore, how to accurately and stably establish the control relationship between the secondary flow control parameters and the thrust vector angle is a technical problem currently faced.

[0028] In view of this, a thrust vector control method based on a secondary flow channel pressure ratio combination control strategy is provided in an embodiment of the present application. The secondary flow channel pressure ratio refers to the ratio of the total pressure of the secondary flow channel to the atmospheric reference pressure. The first control valve and the second control valve of the thrust vector nozzle are controlled based on the secondary flow channel pressure ratio combination control strategy to correspondingly realize the control of the first secondary flow channel pressure ratio and the control of the second secondary flow channel pressure ratio, thereby controlling the thrust vector angle to be controlled. In the method for obtaining the secondary flow channel pressure ratio combination control strategy, various preset operating conditions of the engine thrust vector control are obtained, and the first control valve and the second control valve are controlled under each preset operating condition. The first control valve and the second control valve are controlled under any preset working condition, including: gradually changing the pressure ratio of the second secondary flow channel while keeping the pressure ratio of the first secondary flow channel at the maximum, and recording the thrust vector angle under each pressure ratio of the second secondary flow channel; gradually changing the pressure ratio of the first secondary flow channel while keeping the pressure ratio of the second secondary flow channel at the maximum, and recording the thrust vector angle under each pressure ratio of the first secondary flow channel; using the corresponding relationship between all thrust vector angles and the combination of the pressure ratio of the first secondary flow channel and the pressure ratio of the second secondary flow channel as the secondary flow channel pressure ratio combination control strategy for controlling the thrust vector angle of the engine. In this way, the control relationship between the secondary flow control parameter and the thrust vector angle is accurately and stably established, so that the control of the thrust vector angle is more stable.

[0029] Please refer to Figure 1 The thrust vector control method based on the secondary flow channel pressure ratio combined control strategy provided in the embodiment of the present application includes:

[0030] Step S10, obtaining the current working condition of the engine thrust vector control and the thrust vector angle of the engine to be controlled.

[0031] Those skilled in the art can understand that different operating conditions have different gas source total pressure and gas source temperature characteristics. Therefore, the current operating condition can be determined based on the monitored gas source total pressure and gas source temperature characteristics.

[0032] Since the control strategy for the secondary flow channel pressure ratio combination will be different under different working conditions, it is necessary to obtain the working condition of the current engine thrust vector control to obtain the corresponding control strategy of the secondary flow channel pressure ratio combination, and obtain the secondary flow channel pressure ratio combination that needs to be controlled from the control strategy of the secondary flow channel pressure ratio combination based on the thrust vector angle of the engine that needs to be controlled.

[0033] We call the ratio of the total pressure of the secondary flow channel to the atmospheric reference pressure the secondary flow channel pressure ratio, then m=P0 / P ∞ Among them, m represents the secondary flow channel pressure ratio, P0 represents the secondary flow channel total pressure, P ∞ Indicates atmospheric reference pressure.

[0034] Step S20, based on the secondary flow channel pressure ratio combined control strategy, controls the first control valve and the second control valve of the thrust vector nozzle to correspondingly realize the control of the first secondary flow channel pressure ratio and the control of the second secondary flow channel pressure ratio, thereby controlling the thrust vector angle to be controlled.

[0035] In one embodiment, the thrust vector nozzle includes two left and right secondary flow control valves, one of which is used as the first control valve and the other as the second control valve. Then, the first control valve can control the first secondary flow channel pressure ratio m1, and the second control valve can control the second secondary channel pressure ratio m2. The secondary flow channel pressure is a direct quantity and can be directly obtained by real-time measurement by a high-frequency pulsating pressure sensor. It has good dynamic characteristics, good data accuracy, and high control resolution. Therefore, the control relationship between the pressure ratio combination and the control characteristics is established. The method is simple, easy to implement, and has high control resolution and fast control response.

[0036] The method for obtaining the secondary flow channel pressure ratio combination control strategy includes: obtaining various preset working conditions of engine thrust vector control, and controlling the first control valve and the second control valve under each preset working condition to obtain the secondary flow channel pressure ratio combination control strategy.

[0037] Those skilled in the art will appreciate that the above-mentioned various preset operating conditions may be set based on actual needs. For example, various typical operating conditions in engine thrust vector control may be used as various preset operating conditions.

[0038] In order to obtain the secondary flow channel pressure ratio combination control strategy, it is easy to think of a method that gradually changes the first secondary flow channel pressure ratio and gradually changes the second secondary flow channel pressure ratio to obtain the secondary flow channel pressure ratio combination control strategy. However, the applicant found in the research that for the aircraft engine, monotonic continuous control is required to obtain the best control efficiency. In the embodiment of this application, please refer to Figure 2 , for any preset working condition, the first control valve and the second control valve are controlled to obtain a secondary flow channel pressure ratio combined control strategy, including:

[0039] Step S100, while keeping the pressure ratio of the first secondary flow channel at the maximum, gradually change the pressure ratio of the second secondary flow channel, and record the thrust vector angle at each second secondary flow channel pressure ratio; while keeping the pressure ratio of the second secondary flow channel at the maximum, gradually change the pressure ratio of the first secondary flow channel, and record the thrust vector angle at each first secondary flow channel pressure ratio.

[0040] In this way, the best control efficiency is obtained under the condition of monotonic continuous control, without the need to gradually change the pressure ratio of the first secondary flow channel and gradually change the pressure ratio of the second secondary flow channel to obtain a secondary flow channel pressure ratio combination control strategy by combining two of the various conditions.

[0041] In one embodiment, while maintaining the maximum pressure ratio of the first secondary flow channel, the pressure ratio of the second secondary flow channel is gradually changed, including: based on a preset maximum second secondary flow channel pressure ratio, gradually changing the second secondary flow channel pressure ratio from maximum to 0 or from 0 to maximum.

[0042] In one embodiment, while maintaining the second secondary flow channel pressure ratio at a maximum, the first secondary flow channel pressure ratio is gradually changed, including: based on a preset maximum first secondary flow channel pressure ratio, gradually changing the first secondary flow channel pressure ratio from maximum to 0 or from 0 to maximum.

[0043] In one embodiment, the maximum second secondary flow channel pressure ratio and the maximum first secondary flow channel pressure ratio are obtained respectively.

[0044] In one embodiment, the method for obtaining the maximum second secondary flow channel pressure ratio includes: sorting out various preset working conditions of engine thrust vector control, selecting the working condition with the maximum thrust, maintaining the first secondary flow channel pressure ratio at 0 under the working condition with the maximum thrust, gradually increasing the second secondary flow channel pressure ratio until the obtained engine thrust vector angle is the maximum, and taking the second secondary flow channel pressure ratio corresponding to the maximum thrust vector angle of the engine as the maximum second secondary flow channel pressure ratio.

[0045] Those skilled in the art can understand that the maximum thrust vector angle of the engine has been determined during the design, and therefore, the designed maximum thrust vector angle of the engine can be used as the thrust vector angle to be obtained.

[0046] In one embodiment, the method for obtaining the maximum first secondary flow channel pressure ratio includes: sorting out various preset working conditions of engine thrust vector control, selecting the working condition with the maximum thrust, maintaining the second secondary flow channel pressure ratio at 0 under the working condition with the maximum thrust, gradually increasing the first secondary flow channel pressure ratio until the obtained engine thrust vector angle is the maximum, and taking the first secondary flow channel pressure ratio corresponding to the maximum thrust vector angle of the engine as the maximum first secondary flow channel pressure ratio.

[0047] When the maximum second secondary flow channel pressure ratio and the maximum first secondary flow channel pressure ratio are obtained respectively, the pressure ratio from 0 to the maximum second secondary flow channel can be equally divided into n1 parts, so that when the pressure ratio of the second secondary flow channel is gradually changed from the maximum to 0 or from 0 to the maximum, the amount of change Δm1 each time is the same. The pressure ratio from 0 to the maximum first secondary flow channel can be equally divided into n2 parts, so that when the pressure ratio of the first secondary flow channel is gradually changed from the maximum to 0 or from 0 to the maximum, the amount of change Δm2 each time is the same.

[0048] In one embodiment, n1=n2 can be set, and the number of changes when the second secondary flow channel pressure ratio is gradually changed is the same as the number of changes when the first secondary flow channel pressure ratio is gradually changed. If the maximum second secondary flow channel pressure ratio is the same as the maximum first secondary flow channel pressure ratio, the amount of each change when the second secondary flow channel pressure ratio is gradually changed is the same as the amount of each change when the first secondary flow channel pressure ratio is gradually changed, that is, Δm1=Δm2.

[0049] In one embodiment, the maximum second secondary flow channel pressure ratio or the maximum first secondary flow channel pressure ratio is first obtained. If the maximum second secondary flow channel pressure ratio is obtained first, the maximum second secondary flow channel pressure ratio obtained is used as the maximum first secondary flow channel pressure ratio at the same time, and the method for obtaining the maximum second secondary flow channel pressure ratio is the same as the method for obtaining the maximum second secondary flow channel pressure ratio in the above embodiment. If the maximum first secondary flow channel pressure ratio is obtained first, the maximum first secondary flow channel pressure ratio obtained is used as the maximum second secondary flow channel pressure ratio at the same time, and the method for obtaining the maximum first secondary flow channel pressure ratio is the same as the method for obtaining the maximum first secondary flow channel pressure ratio in the above embodiment.

[0050] In the case where the maximum second secondary flow channel pressure ratio or the maximum first secondary flow channel pressure ratio is first obtained, the pressure ratio from 0 to the maximum second secondary flow channel can be divided into n1 parts, so that when the pressure ratio of the second secondary flow channel is gradually changed from the maximum to 0 or from 0 to the maximum, the amount of each change Δm1 is the same. The pressure ratio from 0 to the maximum first secondary flow channel can be divided into n2 parts, so that when the pressure ratio of the first secondary flow channel is gradually changed from the maximum to 0 or from 0 to the maximum, the amount of each change is the same Δm2.

[0051] In one embodiment, n1=n2 can be made. Since the maximum pressure ratio of the second secondary flow channel is the same as the maximum pressure ratio of the first secondary flow channel, the amount of each change in the pressure ratio of the second secondary flow channel when it is gradually changed is the same as the amount of each change in the pressure ratio of the first secondary flow channel when it is gradually changed, that is, Δm1=Δm2.

[0052] Step S200: using the obtained correspondence between all thrust vector angles and the combination of the first secondary flow channel pressure ratio and the second secondary flow channel pressure ratio as a secondary flow channel pressure ratio combination control strategy for controlling the engine thrust vector angle.

[0053] Based on the thrust vector control method based on the secondary flow channel pressure ratio combined control strategy obtained above, on the one hand, an accurate and stable relationship between the secondary flow control parameters and the thrust vector control can be established, and on the other hand, due to the establishment of an accurate and stable relationship between the secondary flow control parameters and the thrust vector control, the control of the thrust vector angle is more stable. By integrating this control method with the aircraft control system, closed-loop control of the flight attitude based on the jet thrust vector angle can be achieved.

[0054] In one embodiment of the present application, a computer-readable storage medium is provided, on which a program is stored. The stored program includes a method that can be loaded by a processor and process any of the above embodiments.

[0055] Those skilled in the art will appreciate that all or part of the functions of the various methods in the above-mentioned embodiments can be implemented by hardware or by computer programs. When all or part of the functions in the above-mentioned embodiments are implemented by computer programs, the program can be stored in a computer-readable storage medium, and the storage medium can include: read-only memory, random access memory, disk, optical disk, hard disk, etc., and the program is executed by a computer to implement the above-mentioned functions. For example, the program is stored in the memory of the device, and when the program in the memory is executed by the processor, all or part of the above-mentioned functions can be implemented. In addition, when all or part of the functions in the above-mentioned embodiments are implemented by computer programs, the program can also be stored in a storage medium such as a server, another computer, disk, optical disk, flash disk or mobile hard disk, and can be downloaded or copied and saved in the memory of the local device, or the system of the local device is updated, and when the program in the memory is executed by the processor, all or part of the functions in the above-mentioned embodiments can be implemented.

[0056] The above specific examples are used to illustrate the present invention, which is only used to help understand the present invention and is not intended to limit the present invention. For those skilled in the art, according to the concept of the present invention, some simple deductions, modifications or substitutions can be made.

Claims

1. A thrust vector control method based on a secondary flow channel pressure ratio combined control strategy, characterized in that: include: Obtain the current working condition of the engine thrust vector control and the thrust vector angle of the engine to be controlled; Based on the secondary flow channel pressure ratio combined control strategy, the first control valve and the second control valve of the thrust vector nozzle are controlled to correspondingly realize the control of the first secondary flow channel pressure ratio and the control of the second secondary flow channel pressure ratio, thereby controlling the thrust vector angle to be controlled; the thrust vector nozzle includes two left and right secondary flow control valves, one of which is used as the first control valve, and the other is used as the second control valve; the secondary flow channel pressure ratio refers to the ratio of the total pressure of the secondary flow channel to the atmospheric reference pressure; The method for obtaining the secondary flow channel pressure ratio combination control strategy includes: Various preset working conditions of engine thrust vector control are obtained, and the first control valve and the second control valve are controlled under each preset working condition to obtain a secondary flow channel pressure ratio combined control strategy; wherein, for any preset working condition, the first control valve and the second control valve are controlled to obtain a secondary flow channel pressure ratio combined control strategy, including: While keeping the first secondary flow channel pressure ratio at the maximum, gradually change the second secondary flow channel pressure ratio, and record the thrust vector angle at each second secondary flow channel pressure ratio; while keeping the second secondary flow channel pressure ratio at the maximum, gradually change the first secondary flow channel pressure ratio, and record the thrust vector angle at each first secondary flow channel pressure ratio; wherein, the method for obtaining the maximum second secondary flow channel pressure ratio includes: under the condition of maximum thrust, keep the first secondary flow channel pressure ratio at 0, gradually increase the second secondary flow channel pressure ratio until the obtained engine thrust vector angle is maximum, and use the second secondary flow channel pressure ratio corresponding to the maximum thrust vector angle of the engine as the maximum second secondary flow channel pressure ratio; the method for obtaining the maximum first secondary flow channel pressure ratio includes: under the condition of maximum thrust, keep the second secondary flow channel pressure ratio at 0, gradually increase the first secondary flow channel pressure ratio until the obtained engine thrust vector angle is maximum, and use the first secondary flow channel pressure ratio corresponding to the maximum thrust vector angle of the engine as the maximum first secondary flow channel pressure ratio; The obtained correspondence between all thrust vector angles and the combination of the first secondary flow channel pressure ratio and the second secondary flow channel pressure ratio is used as a secondary flow channel pressure ratio combination control strategy for controlling the engine thrust vector angle.

2. The thrust vector control method according to claim 1, characterized in that: The step of gradually changing the pressure ratio of the second secondary flow channel while maintaining the maximum pressure ratio of the first secondary flow channel includes: based on a preset maximum pressure ratio of the second secondary flow channel, gradually changing the pressure ratio of the second secondary flow channel from maximum to 0 or from 0 to maximum.

3. The thrust vector control method according to claim 2, characterized in that: The step of gradually changing the pressure ratio of the second secondary flow channel from maximum to 0 or from 0 to maximum includes: when gradually changing the pressure ratio of the second secondary flow channel, the amount of each change is the same.

4. The thrust vector control method according to claim 3, characterized in that: The maximum second secondary flow channel pressure ratio is used as the maximum first secondary flow channel pressure ratio; the first secondary flow channel pressure ratio is gradually changed while maintaining the second secondary flow channel pressure ratio at the maximum, including: based on the preset maximum first secondary flow channel pressure ratio, the first secondary flow channel pressure ratio is gradually changed from the maximum to 0 or from 0 to the maximum.

5. The thrust vector control method according to claim 4, characterized in that: The step of gradually changing the pressure ratio of the first secondary flow channel from maximum to 0 or from 0 to maximum includes: when the pressure ratio of the first secondary flow channel is gradually changed, the amount of change each time is the same; when the pressure ratio of the second secondary flow channel is gradually changed, the amount of change each time is the same as the amount of change each time the pressure ratio of the first secondary flow channel is gradually changed.

6. The thrust vector control method according to claim 1, characterized in that: The step of gradually changing the pressure ratio of the first secondary flow channel while maintaining the pressure ratio of the second secondary flow channel at the maximum comprises: based on a preset maximum pressure ratio of the first secondary flow channel, gradually changing the pressure ratio of the first secondary flow channel from the maximum to 0 or from 0 to the maximum.

7. The thrust vector control method according to claim 6, characterized in that: The step of gradually changing the pressure ratio of the first secondary flow channel from maximum to 0 or from 0 to maximum includes: when gradually changing the pressure ratio of the first secondary flow channel, the amount of each change is the same.

8. The thrust vector control method according to claim 7, characterized in that: The maximum first secondary flow channel pressure ratio is used as the maximum second secondary flow channel pressure ratio; the second secondary flow channel pressure ratio is gradually changed while maintaining the first secondary flow channel pressure ratio at the maximum, including: based on a preset maximum second secondary flow channel pressure ratio, the second secondary flow channel pressure ratio is gradually changed from the maximum to 0 or from 0 to the maximum.

9. The thrust vector control method according to claim 8, characterized in that: The step of gradually changing the pressure ratio of the second secondary flow channel from maximum to 0 or from 0 to maximum includes: when the pressure ratio of the second secondary flow channel is gradually changed, the amount of change each time is the same; when the pressure ratio of the second secondary flow channel is gradually changed, the amount of change each time is the same as the amount of change each time the pressure ratio of the first secondary flow channel is gradually changed.

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