Thrust vector control method based on secondary flow mass flow combined control strategy

Abstract

The present invention relates to a thrust vector control method based on a secondary flow mass flow 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 mass flow combination control strategy. In each preset working condition, the first and second secondary flow mass flows are kept at their maximum, and the second and first secondary flow mass flows are correspondingly gradually changed, and the thrust vector angle under each second secondary flow mass flow and the thrust vector angle under each first secondary flow mass flow are recorded; the corresponding relationship between all thrust vector angles obtained and the combination of the first secondary flow mass flow and the second secondary flow mass flow is used as a secondary flow mass flow 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 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 mass flow 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 mass flow 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 mass flow 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 mass flow 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 mass flow and the control of the second secondary flow mass flow, thereby controlling the thrust vector angle to be controlled; the thrust vector nozzle includes two left and right secondary flow mass flow control valves, one of which is used as the first control valve, and the other is used as the second control valve;

[0007] The method for obtaining the secondary flow mass flow combined control strategy includes:

[0008] Obtain various preset working conditions of engine thrust vector control, and control the first control valve and the second control valve under each preset working condition to obtain a secondary flow mass flow combined control strategy; wherein, for any preset working condition, controlling the first control valve and the second control valve to obtain a secondary flow mass flow combined control strategy includes: gradually changing the second secondary flow mass flow while keeping the first secondary flow mass flow at a maximum, and recording the thrust vector angle at each second secondary flow mass flow; gradually changing the first secondary flow mass flow while keeping the second secondary flow mass flow at a maximum, and recording the thrust vector angle at each first secondary flow mass flow;

[0009] The obtained corresponding relationships between all thrust vector angles and the combination of the first secondary flow mass flow rate and the second secondary flow mass flow rate are used as a secondary flow mass flow rate combination control strategy for controlling the engine thrust vector angle.

[0010] In one embodiment, the method of gradually changing the second secondary flow mass flow rate while maintaining the first secondary flow mass flow rate at a maximum includes: based on a preset maximum second secondary flow mass flow rate, gradually changing the second secondary flow mass flow rate from maximum to 0 or from 0 to maximum; wherein, the method for obtaining the maximum second secondary flow mass flow rate includes: under the condition of maximum thrust, maintaining the first secondary flow mass flow rate at 0, gradually increasing the second secondary flow mass flow rate until the obtained engine thrust vector angle is maximum, and taking the second secondary flow mass flow rate corresponding to the maximum thrust vector angle of the engine as the maximum second secondary flow mass flow rate.

[0011] In one embodiment, gradually changing the mass flow rate of the second secondary flow from maximum to 0 or from 0 to maximum includes: when gradually changing the mass flow rate of the second secondary flow, the amount of each change is the same.

[0012] In one embodiment, the maximum second secondary flow mass flow rate is used as the maximum first secondary flow mass flow rate; the first secondary flow mass flow rate is gradually changed while maintaining the second secondary flow mass flow rate at the maximum, including: based on a preset maximum first secondary flow mass flow rate, the first secondary flow mass flow rate is gradually changed from the maximum to 0 or from 0 to the maximum.

[0013] In one embodiment, the gradually changing the mass flow rate of the first secondary flow from a maximum to 0 or from 0 to a maximum includes: when the mass flow rate of the first secondary flow is gradually changed, the amount of change each time is the same; when the mass flow rate of the second secondary flow is gradually changed, the amount of change each time is the same as the amount of change each time the mass flow rate of the first secondary flow is gradually changed.

[0014] In one embodiment, the gradually changing the first secondary flow mass flow rate while maintaining the second secondary flow mass flow rate at a maximum includes: based on a preset maximum first secondary flow mass flow rate, gradually changing the first secondary flow mass flow rate from maximum to 0 or from 0 to maximum; wherein the method for obtaining the maximum first secondary flow mass flow rate includes: under the condition of maximum thrust, maintaining the second secondary flow mass flow rate at 0, gradually increasing the first secondary flow mass flow rate until the obtained engine thrust vector angle is maximum, and taking the first secondary flow mass flow rate corresponding to the maximum thrust vector angle of the engine as the maximum first secondary flow mass flow rate.

[0015] In one embodiment, gradually changing the mass flow rate of the first secondary flow from maximum to 0 or from 0 to maximum includes: when gradually changing the mass flow rate of the first secondary flow, the amount of each change is the same.

[0016] In one embodiment, the maximum first secondary flow mass flow rate is used as the maximum second secondary flow mass flow rate; the second secondary flow mass flow rate is gradually changed while maintaining the first secondary flow mass flow rate at the maximum, including: based on a preset maximum second secondary flow mass flow rate, the second secondary flow mass flow rate is gradually changed from the maximum to 0 or from 0 to the maximum.

[0017] In one embodiment, the gradually changing the second secondary flow mass flow rate from maximum to 0 or from 0 to maximum includes: when the second secondary flow mass flow rate is gradually changed, the amount of change each time is the same; when the second secondary flow mass flow rate is gradually changed, the amount of change each time is the same as the amount of change each time the first secondary flow mass flow rate is gradually changed.

[0018] In a second aspect, an embodiment provides a computer-readable storage medium, in which a program is stored, and the program can be loaded by a processor to execute the thrust vector control method described in any one of the above embodiments.

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

[0020] In the method for obtaining the secondary flow mass flow 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 mass flow 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 mass flow combination control strategy, including: while keeping the first secondary flow mass flow at the maximum, gradually changing the second secondary flow mass flow, and recording the thrust vector angle under each second secondary flow mass flow; while keeping the second secondary flow mass flow at the maximum, gradually changing the first secondary flow mass flow, and recording the thrust vector angle under each first secondary flow mass flow; using the corresponding relationship between all thrust vector angles obtained and the combination of the first secondary flow mass flow and the second secondary flow mass flow as the secondary flow mass flow 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 It is a flow chart of a thrust vector control method based on a secondary flow mass flow combined 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 mass flow 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 mass flow rate 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 mass flow combination control strategy is provided in an embodiment of the present application. The first control valve and the second control valve of the thrust vector nozzle are controlled based on the secondary flow mass flow combination control strategy to correspondingly realize the control of the first secondary flow mass flow and the control of the second secondary flow mass flow, thereby controlling the thrust vector angle that needs to be controlled. In the method for obtaining the secondary flow mass flow 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; wherein, the first control valve and the second control valve are controlled under any preset working condition, including: while keeping the first secondary flow mass flow at the maximum, gradually changing the second secondary flow mass flow, and recording the thrust vector angle under each second secondary flow mass flow; while keeping the second secondary flow mass flow at the maximum, gradually changing the first secondary flow mass flow, and recording the thrust vector angle under each first secondary flow mass flow; and using the corresponding relationship between all thrust vector angles and the combination of the first secondary flow mass flow and the second secondary flow mass flow as the secondary flow mass flow combination control strategy for controlling the engine thrust vector angle. In this way, the control relationship between the secondary flow control parameters and the thrust vector angle is accurately and stably established, making the control of the thrust vector angle more stable.

[0029] Please refer to Figure 1 , the thrust vector control method based on the secondary flow mass flow 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 mass flow 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 for the secondary flow mass flow combination, and obtain the secondary flow mass flow combination that needs to be controlled from the control strategy of the secondary flow mass flow combination based on the thrust vector angle of the engine that needs to be controlled.

[0033] Step S20, based on the secondary flow mass flow combined control strategy, controls the first control valve and the second control valve of the thrust vector nozzle to correspondingly achieve control of the first secondary flow mass flow and control of the second secondary flow mass flow, thereby controlling the thrust vector angle to be controlled.

[0034] In one embodiment, the thrust vector nozzle includes two left and right secondary flow mass flow control valves, one of the control valves is used as the first control valve, and the other control valve is used as the second control valve.

[0035] The method for obtaining the secondary flow mass flow 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 mass flow combination control strategy.

[0036] 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.

[0037] In order to obtain the secondary flow mass flow combination control strategy, in the conventional method, various situations of gradually changing the first secondary flow mass flow and gradually changing the second secondary flow mass flow are combined to obtain the secondary flow mass flow 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 mass flow combined control strategy, including:

[0038] Step S100, while keeping the first secondary flow mass flow rate at the maximum, gradually change the second secondary flow mass flow rate, and record the thrust vector angle at each second secondary flow mass flow rate; while keeping the second secondary flow mass flow rate at the maximum, gradually change the first secondary flow mass flow rate, and record the thrust vector angle at each first secondary flow mass flow rate.

[0039] In this way, the best control efficiency is obtained under the condition of monotonic continuous control, without the need to gradually change the mass flow rate of the first secondary flow and gradually change the mass flow rate of the second secondary flow to combine the two conditions to obtain the secondary flow mass flow combined control strategy.

[0040] In one embodiment, gradually changing the second secondary flow mass flow rate while maintaining the first secondary flow mass flow rate at a maximum includes: based on a preset maximum second secondary flow mass flow rate, gradually changing the second secondary flow mass flow rate from maximum to 0 or from 0 to maximum.

[0041] In one embodiment, gradually changing the first secondary flow mass flow rate while maintaining the second secondary flow mass flow rate at a maximum includes: based on a preset maximum first secondary flow mass flow rate, gradually changing the first secondary flow mass flow rate from maximum to 0 or from 0 to maximum.

[0042] In one embodiment, the maximum second secondary flow mass flow rate and the maximum first secondary flow mass flow rate are obtained respectively.

[0043] In one embodiment, the method for obtaining the maximum second secondary flow mass flow rate 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 mass flow rate at 0 under the working condition with the maximum thrust, gradually increasing the second secondary flow mass flow rate until the obtained engine thrust vector angle is the maximum, and taking the second secondary flow mass flow rate corresponding to the maximum thrust vector angle of the engine as the maximum second secondary flow mass flow rate.

[0044] 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.

[0045] In one embodiment, the method for obtaining the maximum first secondary flow mass flow rate 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 mass flow rate at 0 under the working condition with the maximum thrust, gradually increasing the first secondary flow mass flow rate until the obtained engine thrust vector angle is the maximum, and taking the first secondary flow mass flow rate corresponding to the maximum thrust vector angle of the engine as the maximum first secondary flow mass flow rate.

[0046] When the maximum second secondary flow mass flow rate and the maximum first secondary flow mass flow rate are obtained respectively, the second secondary flow mass flow rate from 0 to the maximum can be equally divided into n1 parts, so that when the second secondary flow mass flow rate is gradually changed from the maximum to 0 or from 0 to the maximum, the amount of each change Δm1 is the same. The first secondary flow mass flow rate from 0 to the maximum can be equally divided into n2 parts, so that when the first secondary flow mass flow rate is gradually changed from the maximum to 0 or from 0 to the maximum, the amount of each change Δm2 is the same.

[0047] In one embodiment, n1=n2 can be set, and the number of changes when the second secondary flow mass flow is gradually changed is the same as the number of changes when the first secondary flow mass flow is gradually changed. If the maximum second secondary flow mass flow is the same as the maximum first secondary flow mass flow, the amount of each change when the second secondary flow mass flow is gradually changed is the same as the amount of each change when the first secondary flow mass flow is gradually changed, that is, Δm1=Δm2.

[0048] In one embodiment, the maximum second secondary flow mass flow rate or the maximum first secondary flow mass flow rate is first obtained. If the maximum second secondary flow mass flow rate is first obtained, the obtained maximum second secondary flow mass flow rate is simultaneously used as the maximum first secondary flow mass flow rate, and the method for obtaining the maximum second secondary flow mass flow rate is the same as the method for obtaining the maximum second secondary flow mass flow rate in the above embodiment. If the maximum first secondary flow mass flow rate is first obtained, the obtained maximum first secondary flow mass flow rate is simultaneously used as the maximum second secondary flow mass flow rate, and the method for obtaining the maximum first secondary flow mass flow rate is the same as the method for obtaining the maximum first secondary flow mass flow rate in the above embodiment.

[0049] In the case where the maximum second secondary flow mass flow rate or the maximum first secondary flow mass flow rate is obtained first, the second secondary flow mass flow rate from 0 to the maximum can be equally divided into n1 parts, so that when the second secondary flow mass flow rate is gradually changed from the maximum to 0 or from 0 to the maximum, the amount of each change Δm1 is the same. The first secondary flow mass flow rate from 0 to the maximum can be equally divided into n2 parts, so that when the first secondary flow mass flow rate is gradually changed from the maximum to 0 or from 0 to the maximum, the amount of each change is the same Δm2.

[0050] In one embodiment, n1=n2 can be made. Since the maximum second secondary flow mass flow rate is the same as the maximum first secondary flow mass flow rate, the amount of each change in the gradual change of the second secondary flow mass flow rate is the same as the amount of each change in the gradual change of the first secondary flow mass flow rate, that is, Δm1=Δm2.

[0051] Step S200: The obtained correspondence between all thrust vector angles and the combination of the first secondary flow mass flow rate and the second secondary flow mass flow rate is used as a secondary flow mass flow rate combination control strategy for controlling the engine thrust vector angle.

[0052] Based on the thrust vector control method based on the secondary flow mass flow 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.

[0053] 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.

[0054] 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.

[0055] 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 mass flow 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 mass flow 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 mass flow and the control of the second secondary flow mass flow, thereby controlling the thrust vector angle to be controlled; the thrust vector nozzle includes two left and right secondary flow mass flow control valves, one of which is used as the first control valve, and the other is used as the second control valve; The method for obtaining the secondary flow mass flow combined 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 mass flow 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 mass flow combined control strategy, including: While keeping the first secondary flow mass flow at the maximum, gradually change the second secondary flow mass flow, and record the thrust vector angle at each second secondary flow mass flow; while keeping the second secondary flow mass flow at the maximum, gradually change the first secondary flow mass flow, and record the thrust vector angle at each first secondary flow mass flow; wherein, the method for obtaining the maximum second secondary flow mass flow includes: under the condition of maximum thrust, keep the first secondary flow mass flow at 0, gradually increase the second secondary flow mass flow until the obtained engine thrust vector angle is maximum, and use the second secondary flow mass flow corresponding to the maximum thrust vector angle of the engine as the maximum second secondary flow mass flow; the method for obtaining the maximum first secondary flow mass flow includes: under the condition of maximum thrust, keep the second secondary flow mass flow at 0, gradually increase the first secondary flow mass flow until the obtained engine thrust vector angle is maximum, and use the first secondary flow mass flow corresponding to the maximum thrust vector angle of the engine as the maximum first secondary flow mass flow; The obtained corresponding relationships between all thrust vector angles and the combination of the first secondary flow mass flow rate and the second secondary flow mass flow rate are used as a secondary flow mass flow rate 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 second secondary flow mass flow rate while maintaining the maximum mass flow rate of the first secondary flow comprises: based on a preset maximum mass flow rate of the second secondary flow, gradually changing the second secondary flow mass flow rate 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 mass flow rate of the second secondary flow from maximum to 0 or from 0 to maximum includes: when gradually changing the mass flow rate of the second secondary flow, the amount of each change is the same.

4. The thrust vector control method according to claim 3, characterized in that: taking the maximum second secondary flow mass flow rate as the maximum first secondary flow mass flow rate; The step of gradually changing the first secondary flow mass flow rate while maintaining the second secondary flow mass flow rate at a maximum comprises: based on a preset maximum first secondary flow mass flow rate, gradually changing the first secondary flow mass flow rate from a maximum to 0 or from 0 to a maximum.

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

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

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

8. The thrust vector control method according to claim 7, characterized in that: taking the maximum first secondary flow mass flow rate as the maximum second secondary flow mass flow rate; The step of gradually changing the second secondary flow mass flow rate while maintaining the maximum mass flow rate of the first secondary flow comprises: based on a preset maximum mass flow rate of the second secondary flow, gradually changing the second secondary flow mass flow rate from maximum to 0 or from 0 to maximum.

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

10. A computer-readable storage medium, characterized in that: The medium stores a program, which can be loaded by a processor and execute the thrust vector control method according to any one of claims 1 to 9.

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