Adaptive center of mass propulsion and integrated attitude and orbit control power system

Abstract

This invention proposes an integrated propulsion and attitude / orbit control system with an adaptive center of mass, belonging to the field of rocket propulsion and spacecraft control technology. It includes a front mounting bracket, a rear mounting bracket, a fixed engine, a gyratory engine, and a propellant supply system. The front mounting bracket houses four fixed engines with radially outward-pointing nozzles arranged symmetrically in a cross shape. The rear mounting bracket houses four gyratory engines with nozzles that can switch between radial and vertical directions arranged symmetrically in a cross shape. The propellant supply system is mounted on the front mounting bracket and provides propellant to both the fixed and gyratory engines. The front and rear mounting brackets can move relative to each other to change the longitudinal center of mass position of the spacecraft. The nozzle direction of the gyratory engines is variable, providing integrated propulsion and attitude / orbit control capabilities. This eliminates the limitation of the orbit control engine's installation position on the longitudinal center of mass position of the spacecraft and avoids the cost, time, and technological maturity issues associated with developing new, larger-thrust orbit control engines.

Description

Technical Field

[0001] This invention relates to attitude and orbit control propulsion systems, and in particular to an integrated propulsion and attitude and orbit control propulsion system with an adaptive center of mass, which combines propulsion and attitude and orbit control functions, and can significantly increase orbit control thrust and attitude control flexibility through force system synthesis. It belongs to the fields of rocket propulsion technology and aircraft control technology. Background Technology

[0002] Attitude and orbit control propulsion systems are widely used on spacecraft such as probes, satellites, rockets, and missiles. These systems utilize rocket engines installed at different locations on the spacecraft to generate lateral thrust, enabling rapid and significant attitude adjustments and trajectory / orbit maneuvers. However, in certain specific scenarios, existing attitude and orbit control propulsion systems cannot adequately meet application requirements. For example, after some aircraft separate from the spacecraft / launch vehicle / upper stage / mother module, they still need to provide acceleration along the axial direction / forward direction to enter the predetermined orbit. The attitude and orbit control propulsion system on the aircraft, which can only generate lateral force, is difficult to achieve this purpose well. It is often necessary to install additional thrusters at the rear of the aircraft, which leads to a significant increase in the longitudinal length and weight of the entire aircraft. Issues such as safe separation of the thrusters and deorbiting must also be considered. In order to improve the rapid maneuverability of the aircraft, it is often required to configure high-thrust orbit control engines. However, in order to achieve energy optimization and balance high thrust and high specific impulse, the nozzle of the orbit control engine needs to have a large expansion ratio to ensure that the combustion products expand fully. This will lead to an increase in the size of the nozzle structure, and the weight and envelope size of the aircraft will exceed the design constraints. Ideally, the thrust line of the orbit control engine should pass through the center of mass of the aircraft to avoid generating additional disturbance torque. However, for aircraft flying for a long time, as the propellant is consumed, the center of mass of the aircraft changes significantly, but the thrust vector remains unchanged. This results in the torque formed by the thrust vector of the orbit control engine relative to the center of mass, which causes a large disturbance to the flight control.

[0003] Traditional orbit control engines are all designed to be symmetrically distributed in a plane perpendicular to the longitudinal axis of the aircraft and coinciding with the center of mass of the aircraft. This means that when the thrust requirements of the orbit control engine for a newly developed aircraft increase significantly, a new orbit control engine must be developed instead of using mature products. This results in low maturity, increased development cycle and costs. In addition, when traditional attitude control engines operate in dense / sparse atmospheres, the lateral jets of the attitude control engines and the atmospheric flow create complex side jet interference, which deteriorates the control accuracy and stability of the aircraft.

[0004] In conclusion, there is still considerable room for improvement in the existing attitude and orbit control power system, which needs to be improved in many aspects, such as the flexibility and versatility of functions, product reusability, and applicability to complex scenarios. Summary of the Invention

[0005] To address the need to improve and enhance the functionality / performance of existing attitude and orbit control propulsion systems, this invention provides an integrated propulsion and attitude and orbit control propulsion system with an adaptive center of mass.

[0006] An integrated propulsion and attitude control system with an adaptive center of mass includes a front mounting bracket, a rear mounting bracket, a fixed engine, a oscillating engine, and a propellant supply system. The integrated propulsion and attitude control system is installed at the rear of the aircraft, and its longitudinal centerline coincides with the longitudinal centerline of the aircraft. The front mounting bracket is located on one side of the aircraft's forward direction.

[0007] The front mounting bracket includes a front mounting plate and a front center frame. The longitudinal center axis of the front center frame coincides with the normal center axis of the front mounting plate. The front mounting plate has four mounting slots symmetrically distributed in a cross shape along the normal direction of the plate surface. Each mounting slot houses a fixed engine, and the nozzle of the fixed engine points towards the edge of the front mounting plate.

[0008] The rear mounting bracket includes a rear mounting plate and a rear center frame. The longitudinal center axis of the rear center frame coincides with the normal center axis of the rear mounting plate. The rear mounting plate has four mounting slots symmetrically distributed in a cross shape along the normal direction of the plate surface. Each mounting slot is fitted with a swing motor via a hinge. The swing motor can rotate around the hinge axis in the longitudinal symmetry plane of the mounting slot under the drive of the drive device. Limiting and locking structures are set on the mounting slots radially and longitudinally. The initial rotation of the swing motor is set to the longitudinal limit position where the nozzle is perpendicular to the rear mounting plate surface and rearward. The swing motor is constrained and locked by a controllable unlocking locking device. After the swing motor is unlocked, it is turned under the drive of the drive device and rotates around the hinge axis in the longitudinal symmetry plane of the mounting slot until the nozzle is locked in the radial limit position parallel to the rear mounting plate surface.

[0009] The cross-shaped center lines of the four mounting slots of the front mounting plate and the cross-shaped center lines of the four mounting slots of the rear mounting plate are mirror images of each other along the cross-section perpendicular to the longitudinal center axis of the propulsion and attitude control integrated power system. The thrust center lines of the fixed engine and the oscillating engine installed in the corresponding mounting slots are coplanar.

[0010] The propellant supply system is installed on the front center frame and is connected to the propellant injection ports of the stationary engine and the oscillating engine through pipelines, solenoid valves, and check valves.

[0011] Furthermore, the propellant supply system includes a propellant tank and a high-pressure gas cylinder. The propellant tank and high-pressure gas cylinder are installed on the outer wall of the front center frame. The high-pressure gas cylinder and the propellant tank are connected by pipelines, one-way valves, and solenoid valves. The propellant tank is connected to the propellant injection ports of the stationary engine and the oscillating engine through pipelines, solenoid valves, and one-way valves, respectively. The high-pressure gas cylinder contains high-pressure helium, and the propellant tank stores propellant. When the solenoid valve on the pipeline is opened, the high-pressure helium in the high-pressure gas cylinder enters the propellant tank, pressurizing and pushing the propellant to the propellant injection ports of the stationary engine and the oscillating engine.

[0012] Furthermore, the propulsion and attitude control integrated power system also includes springs and detonating cords. The detonating cords serve as a controllable unlocking locking device. The oscillating engine is rotated to a longitudinal limiting position that makes the nozzle perpendicular to the rear mounting plate. The detonating cords are wound around the circumference of the rear mounting plate to constrain and lock the four oscillating engines. The springs serve as a driving device, with one end attached to the tail of the oscillating engine and the other end stretched radially along the rear mounting plate and attached to the bottom of its mounting slot, forming a driving force that causes the oscillating engine to rotate around the hinge axis in the longitudinal symmetry plane of the mounting slot.

[0013] Furthermore, the swing engine is symmetrically arranged with a rotating shaft along the radial outer wall of the combustion chamber, and a pair of bearings are symmetrically arranged in the wall of the mounting slot with the longitudinal symmetrical surface of the mounting slot. The swing engine and the mounting slot of the rear mounting plate are rotatably connected through the rotating shaft and bearings.

[0014] Furthermore, the oscillating engine is rotated to a position where the nozzle is perpendicular to the rear mounting plate and locked to the rear. The oscillating engine is ignited for the propulsion of the aircraft. By adjusting the thrust or operating time of the four fixed engines and the four oscillating engines, a torque is formed relative to the center of gravity of the aircraft, and the aircraft's attitude is controlled while propulsing.

[0015] Furthermore, the stationary engine and the oscillating engine are rocket engines / gas generators that use liquid fuel or colloidal fuel.

[0016] Furthermore, both stationary and oscillating engines use monopropellant or bipropellant.

[0017] Furthermore, after the oscillating engine is unlocked, it is turned under the drive of the drive device and rotates around the hinge axis in the longitudinal symmetry plane of the mounting slot until the nozzle is locked at the radial limit position parallel to the rear mounting plate surface. It does not actively change the longitudinal position of the aircraft's center of gravity. The fixed engine and the oscillating engine with the same nozzle pointing on the front and rear mounting plates are simultaneously ignited and operated. The thrust of the aforementioned fixed engine and oscillating engine is adjusted so that the thrust generated by the two engines is inversely proportional to their respective longitudinal distance from the aircraft's center of gravity. According to the principle of force composition, the line of action of the resultant force of the thrust generated by the fixed engine and the oscillating engine passes through the aircraft's center of gravity and is perpendicular to the aircraft's longitudinal central axis. The magnitude of the resultant force is equal to the sum of the thrust generated by the fixed engine and the oscillating engine, realizing the aircraft's orbital control action. The fixed engine and the oscillating engine ignite separately or simultaneously to generate thrust of different magnitudes / directions, generating torque relative to the center of gravity, realizing the aircraft's attitude control.

[0018] Furthermore, the front center frame and the rear center frame constitute a sliding pair capable of generating controlled relative movement. The center of gravity of the aircraft is located longitudinally between the front mounting plate and the rear mounting plate, and changes longitudinally as the front center frame and the rear center frame slide relative to each other.

[0019] Furthermore, the front central frame is a columnar structure with a square cross-section, and the rear central frame is a columnar structure with a square cross-section. The front central frame and the rear central frame are coaxially sleeved and assembled along their longitudinal central axes.

[0020] Furthermore, a guide rail is provided between the front center frame and the rear center frame, and the front center frame slides relative to the rear center frame in a controlled manner along the guide rail.

[0021] Furthermore, after the oscillating engine is unlocked, it is turned under the drive of the drive device and rotates around the hinge axis in the longitudinal symmetry plane of the mounting slot until the nozzle is locked at the radial limit position parallel to the rear mounting plate. Through the controlled sliding between the front center frame and the rear center frame, the longitudinal position of the aircraft's center of gravity is actively changed, so that the distance of the aircraft's center of gravity from the front and rear mounting plates is inversely proportional to the thrust generated by the fixed engine and the oscillating engine with the same nozzle direction on the front and rear mounting plates. The corresponding engines ignite to generate thrust. According to the principle of force composition, the line of action of the resultant force on the aircraft passes through the aircraft's center of gravity and is perpendicular to the aircraft's longitudinal central axis. The magnitude of the resultant force is equal to the sum of the thrust generated by the fixed engine and the oscillating engine, realizing the aircraft's orbital control action. The fixed engine and the oscillating engine ignite separately or simultaneously to generate thrust of different magnitudes / directions, generating torque relative to the center of gravity, realizing the aircraft's attitude control.

[0022] The beneficial technical effects achieved by this invention are:

[0023] This paper proposes an integrated propulsion and attitude / orbit control power system with an adaptive center of mass. It utilizes a oscillating engine capable of changing thrust direction to perform both propulsion and attitude / orbit control functions in a time-sharing manner. This avoids the need for a separate propulsion stage system on the aircraft, effectively reducing the structural mass and system design complexity associated with adding tanks, pressurization systems, and piping. By controlling the relative sliding of the front and rear center frames, the longitudinal position of the aircraft's center of mass is altered, freeing the orbit control engine's installation position from the constraint of the aircraft's longitudinal center of mass. This also avoids the introduced deadweight by adding trim mass to ensure the orbit control engine's thrust centerline passes through the aircraft's center of mass, a common practice in traditional systems. Furthermore, by changing the aircraft's... By adjusting the longitudinal position of the center of gravity or dynamically adjusting the nozzles of fixed and oscillating engines pointing in the same direction, the magnitude of the resultant force is made equal to the sum of the individual thrusts of the fixed and oscillating engines, utilizing the principle of force composition. The line of action of the resultant force always follows the movement of the center of gravity during the flight of the aircraft. By combining the thrust of fixed and oscillating engines pointing in the same direction, it is possible to further expand the thrust synthesis of more engines in the same direction, rather than the traditional method of developing new, larger orbital control engines. This allows a single orbital control engine to meet the requirements for greater orbital control thrust, avoiding the issues of funding, time, and technological maturity associated with developing new, larger thrust orbital control engines.

[0024] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the components of the present invention;

[0026] Figure 2 This is a schematic diagram of the front and rear mounting brackets of the present invention.

[0027] Figure 3 This is a schematic diagram of the rear mounting bracket of the present invention;

[0028] Figure 4 This is a top view of the initial state of the present invention;

[0029] Figure 5 This is the left view of the initial state of the present invention;

[0030] Figure 6 This is a front view of the initial state of the present invention;

[0031] Figure 7 This is a rear view of the initial state of the present invention;

[0032] Figure 8 This is a partial front view of the rear mounting plate, oscillating engine, and spring in their initial state according to the present invention.

[0033] Figure 9 This is a partial front view of the rear mounting plate, swing engine, and spring of the present invention in the deployed state;

[0034] Figure 10 This is a rear view of the swing engine of the present invention in the deployed state;

[0035] Figure 11 This is a front view of the swing engine of the present invention in the deployed state;

[0036] Figure 12 This is a top view of the swing engine of the present invention in its deployed state and the line of action of force adjusted state;

[0037] Figure 13 This is a left front view of the swing engine of the present invention in the state of deployment and adjustment of the line of action of force.

[0038] Reference numerals: 1. Front mounting bracket; 11. Front mounting plate; 12. Front center frame; 2. Rear mounting bracket; 21. Rear mounting plate; 22. Rear center frame; 3. Fixed engine; 4. Oscillating engine; 5. Propellant supply system; 51. Propellant tank; 52. High-pressure gas cylinder; 6. Spring; 7. Detonating cord. Detailed Implementation

[0039] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings. It should be noted that the description of the embodiments is only for the purpose of helping to understand the present invention and does not constitute a limitation thereof. Furthermore, the technical features involved in the embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other. Any additions, subtractions, integrations, changes, or other equivalent substitutions made without departing from the technical solution of the present invention are included within the protection scope of this patent.

[0040] like Figures 1-13 As shown, a specific embodiment of an adaptive center-of-mass propulsion and attitude control integrated power system includes a front mounting bracket 1, a rear mounting bracket 2, a fixed engine 3, a oscillating engine 4, a propellant supply system 5, a spring 6, and a detonating cord 7. Following industry convention, the side facing the head during installation is called the front, and the opposite side is called the rear. The front mounting bracket 1 includes a front mounting plate 11 and a front center frame 12. The rear mounting bracket 2 includes a rear mounting plate 21 and a rear center frame 22. The propulsion and attitude control integrated power system is installed at the rear of the aircraft, and its longitudinal centerline coincides with the longitudinal centerline of the aircraft. The front mounting plate 11 is located on the side facing the forward direction of the aircraft.

[0041] like Figure 1 , Figure 2 , Figure 4 , Figure 5 , Figure 6As shown, in this specific embodiment, the front center frame 12 is a columnar structure with a square cross-section. The longitudinal central axis of the front center frame 12 coincides with the normal central axis of the front mounting plate 11 and is assembled into a front mounting bracket 1, which is T-shaped when viewed from the side. The front mounting plate 11 has four mounting slots that are symmetrically distributed in a cross shape along the normal direction of the plate surface. A fixed engine 3 is installed in each mounting slot, and the nozzle of the fixed engine 3 points to the edge of the front mounting plate 11.

[0042] like Figure 1 , Figure 2 , Figure 3 , Figure 7 , Figure 8 , Figure 9 , Figure 10 , Figure 11 As shown, in this specific embodiment, the rear central frame 22 is a columnar structure with a square cross-section. The longitudinal central axis of the rear central frame 22 coincides with the normal central axis of the rear mounting plate 21 to form the rear mounting bracket 2, which is T-shaped in side view. The rear mounting plate 21 has four mounting slots symmetrically distributed in a cross shape along the normal direction of the plate surface. Each mounting slot houses a swing engine 4. The swing engine 4 has a rotating shaft symmetrically arranged along the radial outer wall of the combustion chamber. A pair of bearings are symmetrically arranged in the wall of the mounting slot with respect to the longitudinal direction of the mounting slot. The swing engine 4 and the mounting slot of the rear mounting plate 21 are rotatably connected by the rotating shaft and bearings. Next, the oscillating engine 4 can rotate around its axis within the longitudinal symmetry plane of the mounting slot. Limiting and locking structures are provided radially and longitudinally on the mounting slot. Initially, the oscillating engine 4 is positioned so that the nozzle points to a longitudinally limited position perpendicular to the rear mounting plate 21. The detonating cord 7 is wound around the circumference of the rear mounting plate 21 to constrain and lock the four oscillating engines 4. One end of the spring 6 is attached to the tail of the oscillating engine 4, and the other end is stretched radially along the rear mounting plate 21 and attached to the bottom of the mounting slot of the rear mounting plate 21. The spring 6 acts as a driving device, generating the driving force that causes the oscillating engine 6 to rotate around its axis within the longitudinal symmetry plane of the mounting slot. Depending on actual needs, other forms of driving devices can also be used, such as servo motors or actuator cylinders, as long as they can provide the driving force required for the rotation of the oscillating engine 6.

[0043] like Figure 1 , Figure 2 , Figure 3As shown, in this specific embodiment, the front central frame 12 and the rear central frame 22 are coaxially sleeved and assembled along their longitudinal central axes. When the front mounting bracket 1 and the rear mounting bracket 2 are assembled, they present an "I" shape in the rear view. The "cross" centerlines of the four mounting slots positioned by the front mounting disk 11 and the "cross" centerlines of the four mounting slots positioned by the rear mounting disk 21 are mirror images of each other in the cross-section perpendicular to the longitudinal central axis of the integrated propulsion and attitude / orbit control power system. The thrust centerlines of the fixed engines 3 and the swing engines 4 installed in the corresponding mounting slots are coplanar. The position of the center of mass of the aircraft is longitudinally located between the front mounting disk 11 and the rear mounting disk 21, and varies longitudinally as the front central frame 12 and the rear central frame 22 slide relative to each other.

[0044] To reduce the structural mass, in this specific embodiment, the front mounting disk 11, the front central frame 12, the rear mounting disk 21, and the rear central frame 22 all adopt a hollow structure.

[0045] As Figure 1 、 Figure 2 、 Figure 3 、 Figure 12 、 Figure 13 As shown, in this specific embodiment, a guide rail is also provided between the front central frame 12 and the rear central frame 22, and they can slide controllably along the guide rail to change the distance between the front mounting disk 11 and the rear mounting disk 21, and at the same time, the position of the center of mass of the aircraft along the longitudinal direction is also adjusted synchronously.

[0046] It should be noted that the front central frame 12 and the rear central frame 22 are not limited to a columnar structure with a square cross-section, and can also be a columnar structure with a circular cross-section or other shapes. A guide rail can be provided between the front central frame 12 and the rear central frame 22, or a slider or pulley can be provided, as long as a sliding pair capable of generating a controlled relative movement is formed. The front central frame 12 and the rear central frame 22 can also be combined into one in a fixed sleeved form. At this time, there is no relative sliding between the front central frame 12 and the rear central frame 22, and the position of the center of mass of the aircraft cannot be actively changed. However, the position of the line of action of the resultant force can be moved by adjusting the thrust magnitudes of the fixed engines 3 and the swing engines 4 to adapt to the change of the center of mass of the aircraft. Accordingly, the supporting systems such as limiting, detecting, and servo control can be implemented by those skilled in the art in combination with common knowledge, and will not be elaborated here.

[0047] As Figure 1 、 Figure 4 、 Figure 5 、 Figure 12 、 Figure 13As shown, in this specific embodiment, the propellant supply system 5 consists of a propellant tank 51 and a high-pressure gas cylinder 52. The propellant tank 51 and the high-pressure gas cylinder 52 are installed on the outer wall of the front center frame 12. The high-pressure gas cylinder 52 and the propellant tank 51 are connected by pipelines, one-way valves, and solenoid valves. The propellant tank 51 is connected to the propellant injection ports of the fixed engine 3 and the oscillating engine 4 through pipelines, solenoid valves, and one-way valves, respectively. The high-pressure gas cylinder 52 contains high-pressure helium, and the propellant tank 51 stores propellant. When the solenoid valve on the pipeline is opened, the high-pressure helium in the high-pressure gas cylinder 52 enters the propellant tank 51, pressurizing and pushing the propellant to the propellant injection ports of the fixed engine 3 and the oscillating engine 4.

[0048] The stationary engine 3 and the oscillating engine 4 are rocket engines / gas generators that use liquid fuel or colloidal fuel. The propellant can be monopropellant or bipropellant. If it is bipropellant, different propellants are stored in multiple different propellant tanks 51.

[0049] The oscillating engine 4 has two operating states: initial propulsion state and attitude control state. In the initial propulsion state, the oscillating engine 4 acts as a propulsion engine, positioned with its nozzle pointing perpendicular to the surface of the rear mounting plate (21) and locked by the detonating cord 7. In this state, the oscillating engine 4 is used for propulsion of the aircraft. Since the thrust directions of the four oscillating engines 4 are all deviated from the center of mass, attitude control can be achieved while propulsion is performed by changing the thrust magnitude or operating time. In the attitude control state, the oscillating engine 4 is positioned with its nozzle pointing parallel to the surface of the rear mounting plate 21 and locked in a radial limit. In this state, the oscillating engine 4 is no longer used for propulsion of the aircraft, but acts as an attitude control engine. Due to the state transformation of the oscillating engine 4, propellant consumption, high-pressure helium consumption, etc., the overall center of mass of the aircraft will also change. At this time, the propulsion and attitude control integrated power system can adaptively adjust the position of the center of mass so that the resultant force line of the orbit control always follows the center of mass. There are two specific methods.

[0050] like Figure 1 , Figure 4 , Figure 5 , Figure 7 , Figure 8 As shown, in this specific embodiment, the oscillating engine 4 is in the initial propulsion state. The oscillating engine 4 is rotated to a limit position that makes the nozzle perpendicular to the rear mounting plate 21 and is locked by the detonating cord 7. The oscillating engine 4 is ignited for the propulsion of the aircraft. By adjusting the thrust or working time of the four fixed engines 3 and the four oscillating engines 4, a torque is formed relative to the center of mass of the aircraft, and the attitude control of the aircraft is performed at the same time as propulsion.

[0051] like Figure 9 , Figure 10 , Figure 11 , Figure 12 , Figure 13 As shown, this is the first method of using the oscillating engine 4 for attitude and orbit control in this specific embodiment. The detonating cord 7 detonates, releasing the position lock of the oscillating engine 4. Under the tension of the spring 6, the oscillating engine 4 rotates around its axis within the longitudinal symmetry plane of the mounting slot until its nozzle is locked at a radial limit position parallel to the surface of the rear mounting plate 21. The front center frame 12 and the rear center frame 22 slide relative to each other in a controlled manner, actively changing the longitudinal position of the aircraft's center of gravity. This makes the longitudinal distance from the aircraft's center of gravity to the fixed engine 3 and the oscillating engine 4 inversely proportional to the thrust generated by the fixed engine 3 and the oscillating engine 4, whose nozzles point in the same direction on the front mounting plate 11 and the rear mounting plate 21. According to the principle of force composition, the line of action of the orbit control force on the aircraft passes through the center of gravity and is perpendicular to the longitudinal central axis of the aircraft. The resultant force is the sum of the thrust generated by the two engines. The fixed engine 3 and the oscillating engine 4 ignite separately or simultaneously, generating thrust of different magnitudes / directions, producing torque relative to the center of gravity, thus achieving aircraft attitude control.

[0052] like Figure 9 , Figure 10 , Figure 11 , Figure 12 , Figure 13 As shown, this is the second method of using the oscillating engine 4 for attitude and orbit control in this specific embodiment. The detonating cord 7 detonates, releasing the position lock of the oscillating engine 4. Under the tension of the spring 6, the oscillating engine 4 rotates around its axis within the longitudinal symmetry plane of the mounting slot until its nozzle points to a radial limit lock parallel to the surface of the rear mounting plate 21. It does not actively change the longitudinal position of the aircraft's center of gravity. The fixed engine 3 and the oscillating engine 4, with their nozzles pointing in the same direction on the front mounting plate 11 and the rear mounting plate 21, ignite simultaneously. The thrust generated by both engines is inversely proportional to their respective longitudinal distances from the aircraft's center of gravity. According to the principle of force composition, the line of action of the orbit control force on the aircraft passes through the center of gravity and is perpendicular to the aircraft's longitudinal central axis. The resultant force is the sum of the thrust generated by the two engines, achieving the aircraft's orbit control action. The fixed engine 3 and the oscillating engine 4 ignite separately or simultaneously, generating thrust of different magnitudes / directions, producing torque relative to the center of gravity, thus achieving aircraft attitude control.

[0053] In special circumstances, when the longitudinal distance from the aircraft's center of mass to the fixed engine 3 and the oscillating engine 4 is equal, and the thrust of the fixed engine 3 and the oscillating engine 4, which are pointing in the same direction on the front mounting plate 11 and the rear mounting plate 21, is also equal, the line of action of the resultant force of the thrust of the aforementioned fixed engine 3 and the oscillating engine 4 passes through the aircraft's center of mass and is perpendicular to the aircraft's longitudinal central axis, thereby realizing the aircraft's orbital control action and generating twice the overload when a single fixed engine 3 or oscillating engine 4 is working.

[0054] The user can choose between the two methods when the oscillating engine 4 is in attitude and track control mode, depending on the convenience of their own design. Alternatively, the two methods can be used in combination.

[0055] The maximum thrust generated by the fixed engine 3 and the oscillating engine 4 can be the same or different. The functions of the spring 6 and the detonating cord 7 can also be achieved in other ways. For example, the spring 6 can be replaced by other energy storage devices such as torsion springs, and the detonating cord 7 can be replaced by other controllable unlocking locking devices such as explosive bolts.

[0056] The beneficial technical effects achieved by this invention are:

[0057] By utilizing a swaying engine with variable thrust direction for time-sharing propulsion and attitude control functions, the need for an independent propulsion stage system on the aircraft is avoided. This effectively reduces the structural mass and system design complexity associated with adding tanks, pressurization systems, and piping. Controlled sliding between the front and rear center frames alters the longitudinal position of the aircraft's center of gravity, freeing the orbit control engine's mounting position from the constraints of the aircraft's longitudinal center of gravity. This also avoids the added trim mass introduced by traditional methods to ensure the orbit control engine's thrust centerline passes through the aircraft's center of gravity. By moving or adjusting the thrust of the fixed and swaying engines in the same direction using the front and rear mounting brackets, the resultant force is equal to the sum of the thrust of the fixed and swaying engines. The line of action of this resultant force always coincides with the aircraft's center of gravity, preventing the torque generated by the engine thrust relative to the center of gravity from interfering with flight control during orbit control operations and effectively improving control accuracy. By combining the thrust of fixed and oscillating engines in the same direction, it is possible to further expand the thrust synthesis of more engines in the same direction, rather than the traditional method of developing new, larger orbit control engines. This allows a single orbit control engine to meet the greater orbit control thrust requirements, avoiding the issues of funding, time, and technological maturity associated with developing new, larger thrust orbit control engines.

[0058] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An integrated propulsion and attitude / orbit control system with an adaptive center of mass, characterized in that, It includes a front mounting bracket (1), a rear mounting bracket (2), a fixed engine (3), a oscillating engine (4), and a propellant supply system (5); the propulsion and attitude control integrated power system is installed at the rear of the aircraft, and its longitudinal centerline coincides with the longitudinal centerline of the aircraft. The front mounting bracket (1) is located on the side of the aircraft's forward direction. The front mounting bracket (1) includes a front mounting plate (11) and a front center frame (12). The longitudinal center axis of the front center frame (12) coincides with the normal center axis of the front mounting plate (11). The front mounting plate (11) has four mounting slots symmetrically distributed in a cross shape along the normal direction of the plate surface. A fixed engine (3) is installed in each mounting slot. The nozzle of the fixed engine (3) points to the edge of the front mounting plate (11). The rear mounting bracket (2) includes a rear mounting plate (21) and a rear center frame (22). The longitudinal center axis of the rear center frame (22) coincides with the normal center axis of the rear mounting plate (21). The rear mounting plate (21) has four mounting slots symmetrically distributed in a cross shape along the normal direction of the plate surface. Each mounting slot is fitted with a swing motor (4) by a hinge. The swing motor (4) can rotate around the hinge axis in the longitudinal symmetry plane of the mounting slot under the drive of the drive device. Limiting and locking structures are set on the mounting slot in the radial and longitudinal directions. The swing motor (4) is initially rotated to a longitudinal limiting position where the nozzle points to the rear of the rear mounting plate (21) plate surface. The swing motor (4) is constrained and locked by a controllable unlocking locking device. After the swing motor (4) is unlocked, it turns under the drive of the drive device and rotates around the hinge axis in the longitudinal symmetry plane of the mounting slot until the nozzle points to a radial limiting position parallel to the rear mounting plate (21) plate surface. The cross center lines of the four mounting slots of the front mounting plate (11) and the cross center lines of the four mounting slots of the rear mounting plate (21) are mirror images of each other along the cross section perpendicular to the longitudinal center axis of the propulsion and attitude control integrated power system. The thrust center lines of the fixed engine (3) and the oscillating engine (4) installed in the corresponding mounting slots are coplanar. The propellant supply system (5) is installed on the front center frame. The propellant supply system is connected to the propellant injection ports of the stationary engine and the oscillating engine through pipelines, solenoid valves, and check valves.

2. The integrated propulsion and attitude control power system according to claim 1, characterized in that, The propellant supply system (5) includes a propellant tank (51) and a high-pressure gas cylinder (52). The propellant tank (51) and the high-pressure gas cylinder (52) are installed on the outer wall of the front center frame (12). The high-pressure gas cylinder (52) and the propellant tank (51) are connected by pipelines, one-way valves and solenoid valves. The propellant tank (51) is connected to the propellant injection ports of the fixed engine (3) and the oscillating engine (4) by pipelines, solenoid valves and one-way valves respectively. The high-pressure gas cylinder (52) contains high-pressure helium, and the propellant tank (51) contains propellant. When the solenoid valve on the pipeline is opened, the high-pressure helium in the high-pressure gas cylinder (52) enters the propellant tank (51) and pressurizes and pushes the propellant to the propellant injection ports of the fixed engine (3) and the oscillating engine (4).

3. The integrated propulsion and attitude control power system according to claim 1, characterized in that, The propulsion and attitude control integrated power system also includes a spring (6) and a detonating cord (7). The detonating cord (7) serves as a controllable unlocking locking device. The oscillating engine (4) is rotated to a longitudinal limiting position that makes the nozzle perpendicular to the rear mounting plate (21) and rearward. The detonating cord (7) wraps around and restrains the four oscillating engines (4) along the circumferential direction of the rear mounting plate (21). The spring (6) serves as a driving device, with one end attached to the tail of the oscillating engine (4) and the other end stretched radially along the rear mounting plate (21) and attached to the bottom of its mounting slot, forming a driving force that makes the oscillating engine (6) rotate around the hinge axis in the longitudinal symmetry plane of the mounting slot.

4. The integrated propulsion and attitude control power system according to claim 1, characterized in that, The swing engine (4) is symmetrically provided with a rotating shaft along the radial outer wall of the combustion chamber. A pair of bearings are symmetrically provided in the wall of the mounting slot with the longitudinal symmetrical surface of the mounting slot. The swing engine (4) and the mounting slot of the rear mounting plate (21) are rotatably connected by the rotating shaft and bearings.

5. The integrated propulsion and attitude control power system according to claim 1, characterized in that, The oscillating engine (4) rotates to make the nozzle perpendicular to the rear mounting plate (21) and locks it in the rear limit position. The oscillating engine (4) is ignited for the propulsion of the aircraft. By adjusting the thrust or working time of the four fixed engines (3) and the four oscillating engines (4), a torque is formed relative to the center of mass of the aircraft, and the aircraft attitude is controlled while propulsing.

6. The integrated propulsion and attitude control power system according to claim 1, characterized in that, The stationary engine (3) and the oscillating engine (4) are rocket engines / gas generators that use liquid fuel or colloidal fuel.

7. The integrated propulsion and attitude control power system according to claim 1, characterized in that, The fixed engine (3) and the oscillating engine (4) use mono- or bi-component propellants.

8. The integrated propulsion and attitude control power system according to claim 1, characterized in that, After the oscillating engine (4) is unlocked, it turns under the drive of the drive device and rotates around the hinge axis in the longitudinal symmetry plane of the mounting slot until the nozzle is locked at the radial limit position parallel to the rear mounting plate (21). It does not actively change the longitudinal position of the aircraft's center of gravity. The fixed engine (3) and the oscillating engine (4) with the same nozzle pointing on the front mounting plate (11) and the rear mounting plate (21) are simultaneously ignited and operated. The thrust of the aforementioned fixed engine (3) and the oscillating engine (4) is adjusted so that the thrust generated by the two engines is inversely proportional to their respective longitudinal distance from the aircraft's center of gravity. According to the principle of force composition, the line of action of the resultant force of the thrust generated by the fixed engine (3) and the oscillating engine (4) passes through the aircraft's center of gravity and is perpendicular to the aircraft's longitudinal central axis. The resultant force is equal to the sum of the thrust generated by the fixed engine (3) and the oscillating engine (4) respectively, realizing the aircraft's orbital control action. The fixed engine (3) and the oscillating engine (4) are ignited separately or simultaneously to generate thrust of different magnitudes / directions, generating torque relative to the center of gravity, realizing the aircraft's attitude control.

9. The integrated propulsion and attitude control power system according to claim 1, characterized in that, The front center frame (12) and the rear center frame (22) form a sliding pair capable of generating controlled relative movement. The center of gravity of the aircraft is located longitudinally between the front mounting plate (11) and the rear mounting plate (21), and changes longitudinally as the front center frame (12) and the rear center frame (22) slide relative to each other.

10. The integrated propulsion and attitude control power system according to claim 9, characterized in that, The front central frame (12) is a columnar structure with a square cross-section, and the rear central frame (22) is a columnar structure with a square cross-section. The front central frame (12) and the rear central frame (22) are coaxially sleeved and assembled along their longitudinal central axes.

11. The integrated propulsion and attitude control power system according to claim 9, characterized in that, A guide rail is also provided between the front center frame (12) and the rear center frame (22), and the front center frame (12) slides relative to the rear center frame (22) in a controlled manner along the guide rail.

12. The integrated propulsion and attitude control power system according to any one of claims 9 to 11, characterized in that, After the oscillating engine (4) is unlocked, it turns under the drive of the drive device and rotates around the hinge axis in the longitudinal symmetry plane of the mounting slot until the nozzle is locked at the radial limit position parallel to the rear mounting plate (21). Through the controlled sliding of the front center frame (12) and the rear center frame (22), the longitudinal position of the aircraft's center of gravity is actively changed, so that the distance of the aircraft's center of gravity from the front mounting plate (11) and the rear mounting plate (21) is inversely proportional to the thrust generated by the fixed engine (3) and the oscillating engine (4) with the nozzles on the front mounting plate (11) and the rear mounting plate (21) pointing in the same direction. The corresponding engines ignite to generate thrust. According to the principle of force composition, the line of action of the resultant force on the aircraft passes through the aircraft's center of gravity and is perpendicular to the longitudinal central axis of the aircraft. The magnitude of the resultant force is equal to the sum of the thrust generated by the fixed engine (3) and the oscillating engine (4) respectively, realizing the aircraft's orbit control action. The fixed engine (3) and the oscillating engine (4) ignite separately or simultaneously to generate thrust of different magnitudes / directions, generating torque relative to the center of gravity, realizing the aircraft's attitude control.

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