Attitude and orbit control system and aircraft

Abstract

The invention relates to the technical field of spacecrafts, in particular to an attitude and orbit control system and an aircraft. The system is applied to the aircraft, the wall of an aircraft body of the aircraft is formed by connecting a main body on the inner side and a skin on the outer side, a flow channel extending from the head of the aircraft body to the tail of the aircraft body is arranged between the main body and the skin, and the system comprises a gas storage bottle, an attitude controller and a track booster, the outlet end of the gas storage bottle is communicated with the flow channel at the head position of the machine body, and the gas storage bottle is used for providing heat-conducting gas into the flow channel; the posture controller is arranged at the position between the head and the tail of the machine body, the posture controller communicates with the flow channel, and the posture controller is used for discharging gas in the flow channel out of the machine body; the rail booster is arranged at the tail of the machine body, communicates with the flow channel and is used for discharging gas in the flow channel out of the machine body. According to the technical scheme, the maneuverability of the aircraft can be improved.

Description

Technical Field

[0001] The present application relates to the technical field of space vehicles, and particularly to an attitude and orbit control system and a vehicle. Background Art

[0002] The near space refers to the airspace 20 - 100 kilometers above the ground. This airspace includes the atmospheric stratosphere region (referring to the airspace 18 - 55 kilometers above the ground), the atmospheric mesosphere region (referring to the airspace 55 - 85 kilometers above the ground), and a small part of the thermosphere region (referring to the airspace 85 - 800 kilometers above the ground), and most of its components are homogeneous atmosphere. A high - speed near - space vehicle refers to a vehicle that can fly only or can fly long - term and continuously in the near space, or a sub - orbital vehicle, or a hypersonic cruise vehicle flying in the near space; it has extremely important application value in the defense field.

[0003] When a high - speed near - space vehicle flies at high speed, a large amount of heat will be generated due to friction with the atmosphere, which will cause the temperature of the head of the vehicle body to rise sharply; and the material of the head of the vehicle body may fail due to excessive temperature, thus reducing the safety of the vehicle. In the related art, in order to improve the safety of the vehicle, heat - resistant alloy materials or fire - resistant materials with good performance are often used to protect the head of the vehicle; however, the heat - resistant alloy materials have a high density, which will significantly increase the overall mass of the vehicle.

[0004] And in the related art, a main propulsion engine, a booster engine, and multiple attitude engines are arranged on the body of the near - space vehicle; the main propulsion engine, the booster engine, and the attitude engines all use the high - temperature gas generated by the combustion of chemical fuels to provide thrust, so as to realize the adjustment of the attitude and orbit of the vehicle body. Therefore, the vehicles in the related art need to load a large amount of chemical fuels and the chemical combustion system has a relatively complex structure, resulting in a further increase in the mass of the entire vehicle.

[0005] Therefore, how to improve the maneuverability of the vehicle is an urgent problem to be solved. Summary of the Invention

[0006] Based on this, it is necessary to provide an attitude and orbit control system and a vehicle that can improve the maneuverability of the vehicle for the above - mentioned technical problems.

[0007] In a first aspect, the present application provides an attitude and orbit control system applied to a vehicle. The body wall of the vehicle body is composed of an inner main body and an outer skin connected. A flow channel extending from the head to the tail of the vehicle body is arranged between the main body and the skin. The system includes a gas storage cylinder, an attitude controller, and an orbit booster, where:

[0008] The gas storage cylinder stores pressurized heat-conducting gas. The outlet end of the gas storage cylinder is communicated with the flow channel at the head position of the body, and the gas storage cylinder is used to supply the heat-conducting gas into the flow channel;

[0009] The attitude controller is arranged at the position between the head and the tail of the body. The attitude controller is communicated with the flow channel, and the attitude controller is used to discharge the gas in the flow channel to the outside of the body;

[0010] The orbital booster is arranged at the tail of the body. The orbital booster is communicated with the flow channel, and the orbital booster is used to discharge the gas in the flow channel to the outside of the body.

[0011] In one embodiment, the attitude controller includes a pressure stabilizing container, a control valve, and a first injection device, wherein:

[0012] The pressure stabilizing container is communicated with the flow channel, and the pressure stabilizing container is communicated with the inlet of the first injection device through the control valve;

[0013] The outlet end of the first injection device is used to discharge the gas in the pressure stabilizing container to the outside of the body.

[0014] In one embodiment, the pressure stabilizing container is arranged in the inner cavity of the body, and the pressure stabilizing container is also communicated with a pressure relief valve.

[0015] In one embodiment, at least two attitude controllers are symmetrically arranged along the circumferential direction of the body.

[0016] In one embodiment, the system further includes an electromagnetic valve and a pressure reducing valve, wherein:

[0017] The outlet end of the pressure reducing valve is communicated with the flow channel at the head position of the body, and the electromagnetic valve connects the inlet end of the pressure reducing valve with the gas storage cylinder.

[0018] In one embodiment, the orbital booster includes a buffer container and a second injection device, wherein:

[0019] The buffer container is arranged in the inner cavity of the body, and the second injection device is arranged at the tail of the body;

[0020] The buffer container is communicated with the flow channel, the buffer container is communicated with the inlet end of the second injection device, and the outlet end of the second injection device is used to discharge the gas in the buffer container to the outside of the body.

[0021] In one embodiment, the direction of the boosting force generated by the second injection device ejecting gas is parallel to the central axis of the body.

[0022] In one embodiment, the orbital booster is at the tail of the airframe. If the number of orbital boosters is greater than one, they are symmetrically arranged along the circumferential direction of the airframe.

[0023] In one embodiment, the heat-conducting gas is nitrogen.

[0024] In a second aspect, the present application also provides an aircraft. The fuselage wall of the aircraft is composed of an inner main body and an outer skin connected together. A flow channel extending from the head to the tail of the airframe is provided between the main body and the skin.

[0025] The aircraft further includes the attitude and orbit control system according to any one of the first aspect.

[0026] In the above attitude and orbit control system and aircraft, the pressurized heat-conducting gas stored in the gas storage cylinder can enter the flow channel at the head position of the airframe. Since the flow channel is opened between the inner main body and the outer skin of the aircraft fuselage and extends from the head to the tail of the aircraft, the heat-conducting gas can absorb the heat of the head of the aircraft fuselage and become a hot gas with a higher temperature and pressure. Further, since the attitude controller and the orbital booster are both communicated with the flow channel, the hot gas with a higher temperature and pressure can enter the attitude controller and the orbital booster. The attitude controller can eject the hot gas with a higher temperature and pressure to generate a thrust acting on the airframe, thereby realizing the adjustment of the airframe attitude. And the orbital booster can eject the hot gas with a higher temperature and pressure to the outside of the tail of the airframe, thereby generating a thrust at the tail of the airframe to realize the boosting and propulsion of the airframe.

[0027] That is to say, for an aircraft applying the above attitude control system, the heat-conducting gas is provided into the flow channel at the head of the airframe by using the gas storage cylinder, and the heat-conducting gas can absorb the heat generated by the airframe, thereby realizing the rapid cooling of the airframe. Therefore, on the one hand, the head of the aircraft fuselage does not need to adopt high-temperature-resistant materials with a large density and does not need to install a large number of disposable ablation-resistant materials, thereby reducing the mass of the aircraft. Since the heat-conducting gas absorbs heat in the flow channel and becomes a hot gas with a higher temperature and pressure, and the attitude controller and the orbital booster can directly discharge the hot gas, thereby generating a thrust to realize the attitude adjustment and boosting effect of the airframe. Therefore, on the other hand, the attitude controller and the orbital booster 400 do not need to load a large amount of chemical fuel, thereby further reducing the mass of the aircraft. Therefore, in the case where the mass of the aircraft is significantly reduced, and the attitude controller and the orbital booster can directly eject the hot gas with a higher temperature, the specific impulse of the aircraft can be increased, and the maneuverability of the aircraft can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] To more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following will briefly introduce the drawings required for the description of the embodiments or related technologies. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0029] Figure 1 Schematic cross-sectional view of the head of the body in an embodiment;

[0030] Figure 2 Schematic cross-sectional view showing the flow channel of the body in an embodiment;

[0031] Figure 3 Schematic structural view of the attitude and orbit control system in an embodiment;

[0032] Figure 4 Schematic structural view of the attitude controller in another embodiment;

[0033] Figure 5 Schematic diagram showing the connection relationship of each component in the orbital booster in an embodiment;

[0034] Figure 6 Schematic diagram showing a possible connection relationship between the orbital booster and the attitude controller in another embodiment;

[0035] Figure 7 Schematic structural view of the gas storage cylinder in an embodiment.

[0036] Reference numerals:

[0037] 100, body; 110, main body; 120, skin; 130, flow channel; 200, gas storage cylinder; 210, electromagnetic valve; 220, pressure reducing valve; 300, attitude controller; 310, pressure stabilizing container; 320, control valve; 330, first injection device; 340, pressure relief valve; 350, installation interface; 360, input port; 400, orbital booster; 410, buffer container; 420, flow valve; 440, second injection device. Detailed implementation manners

[0038] To make the above objects, features, and advantages of the present application more obvious and understandable, the following will give a detailed description of the specific implementation manners of the present application with reference to the drawings. Many specific details are set forth in the following description in order to fully understand the present application. However, the present application can be implemented in many other ways different from those described herein. Those skilled in the art can make similar improvements without departing from the connotation of the present application; it should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0039] In the description of the present application, it should be understood that if terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or positional relationship indicated by these terms is based on the orientation or positional relationship shown in the drawings. These are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation on the present application.

[0040] In addition, if terms such as "first" and "second" appear, these terms are only for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In the description of the present application, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise specifically and clearly defined.

[0041] In the present application, unless otherwise clearly specified and limited, if terms such as "install", "connect", "join", "fix", etc. appear, these terms should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0042] In the present application, unless otherwise clearly specified and limited, if there is a description such as a first feature being "on" or "under" a second feature, the meaning may be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may mean that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0043] It should be noted that if an element is referred to as "fixed to" or "disposed on" another element, it can be directly on the other element or there can also be an intermediate element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intermediate element at the same time. If any, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are only for the purpose of illustration and do not represent the only implementation.

[0044] The attitude and orbit control system provided by the embodiments of this application can be applied to near-space vehicles; here, a necessary structural description of the vehicles applicable to the attitude and orbit control system will be given first. In an exemplary embodiment, referring to Figure 1 and Figure 2 , the airframe 100 of the vehicle is composed of an inner main body 110 and an outer skin 120 connected. A flow channel 130 extending from the head to the tail of the airframe 100 is provided between the main body 110 and the skin 120. The vehicle further includes an attitude and orbit control system, and the attitude control system is arranged in the inner cavity of the airframe 100 of the vehicle.

[0045] In one of the embodiments, the head of the vehicle can be conical; the material of the head of the vehicle can be selected but not limited to TA15 titanium alloy, and its processing process includes the following steps: ① Use machining to groove on a flat plate to form a flat plate of the main body containing a channel structure (flow channel); ② Weld the skin 120 to the channel structure of the main body 110 to form a plate of the main body 110 containing an internal channel, and the welding method includes but is not limited to brazing and diffusion welding; ③ Stamp the plate of the main body 110 containing the internal channel to form the airframe 100 of the vehicle; ④ The joints are welded firmly to meet the quality requirements of first-class welds.

[0046] Among them, the flow channel 130 can be only arranged at the head position of the airframe 100, or can extend from the head of the airframe 100 to the neck position of the airframe 100, or further extend to the tail position of the airframe 100. Among them, the path of each flow channel 130 can be in the direction of the central axis of the airframe 100; but the path of the flow channel 130 can also be set as a tortuous curve. For example, the flow channel 130 can be a curved path extending from the head of the airframe 100 to the neck position or the tail position of the airframe 100 along a spiral path. For the specific position of the extension of the flow channel 130 and the path of the flow channel 130, no specific limitation is made in the embodiments of this application.

[0047] In an exemplary embodiment, referring to Figure 3 , the attitude and orbit control system provided by this application can include a gas storage cylinder 200, an attitude controller 300 and an orbit booster 400, where:

[0048] The gas storage cylinder 200 stores pressurized heat-conducting gas. The outlet end of the gas storage cylinder 200 is communicated with the flow channel 130 at the head position of the fuselage 100. The gas storage cylinder 200 is used to supply heat-conducting gas into the flow channel 130; the attitude controller 300 is arranged at the position between the head and the tail of the fuselage 100. The attitude controller 300 is communicated with the flow channel 130. The attitude controller 300 is used to discharge the gas in the flow channel 130 to the outside of the fuselage 100; the orbital booster 400 is arranged at the tail of the fuselage 100. The orbital booster 400 is communicated with the flow channel 130. The orbital booster 400 is used to discharge the gas in the flow channel 130 to the outside of the fuselage 100.

[0049] In the above attitude and orbit control system, the pressurized heat-conducting gas stored in the gas storage cylinder 200 can enter the flow channel 130 at the head position of the fuselage 100; since the flow channel 130 is opened between the main body inside the fuselage 100 of the aircraft and the outer skin 120 on the outside, and the flow channel 130 extends from the head to the tail of the aircraft, the heat-conducting gas can absorb the heat of the head of the fuselage 100 of the aircraft and become a hot gas with a higher temperature and pressure; further, since both the attitude controller 300 and the orbital booster 400 are communicated with the flow channel 130, the hot gas with a higher temperature and pressure can enter the attitude controller 300 and the orbital booster 400. The attitude controller 300 can eject the hot gas with a higher temperature and pressure to generate a thrust acting on the fuselage 100, so as to realize the adjustment of the attitude of the fuselage 100; and, the orbital booster 400 can eject the hot gas with a higher temperature and pressure to the outside of the tail of the fuselage 100, so as to generate a thrust at the tail of the fuselage 100 to realize the assisted propulsion of the fuselage 100.

[0050] That is to say, for an aircraft applying the above attitude control system, the gas storage cylinder 200 is used to supply heat-conducting gas into the flow channel 130 at the head of the fuselage 100. The heat-conducting gas can absorb the heat generated by the fuselage 100, so as to realize the rapid cooling of the fuselage 100; therefore, on the one hand, the head of the fuselage 100 of the aircraft does not need to adopt high-temperature-resistant materials with a large density and does not need to install a large number of disposable ablation-resistant materials, thus reducing the mass of the aircraft; since the heat-conducting gas absorbs heat in the flow channel 130 and becomes a hot gas with a higher temperature and pressure, and both the attitude controller 300 and the orbital booster 400 can directly discharge the hot gas, so as to generate a thrust to realize the attitude adjustment and boosting effect on the fuselage 100; therefore, on the other hand, the attitude controller 300 and the orbital booster 400 do not need to load a large amount of chemical fuel, thus further reducing the mass of the aircraft; therefore, when the mass of the aircraft is significantly reduced, and both the attitude controller 300 and the orbital booster 400 can directly eject the hot gas with a higher temperature, the specific impulse of the aircraft can be improved, and the maneuverability of the aircraft can be improved.

[0051] Furthermore, in one of the embodiments, at least two attitude controllers 300 are symmetrically arranged along the circumferential direction around the central axis of the body 100. The specific arrangement array of the attitude controller 300 is not specifically limited in the embodiment of the present application. Similarly, the orbital booster 400 is arranged at the tail of the body 100, and the direction of the gas ejected by the orbital booster 400 is the direction away from the head of the body 100 along the central axis of the body 100; the orbital booster 400 is symmetrically arranged about the central axis of the body 100 at the tail of the body 100, but only one orbital booster 400 can be arranged according to actual needs; the specific arrangement array of the orbital booster 400 is not specifically limited in the embodiment of the present application.

[0052] The following further describes the structure and implementation process of each part of the attitude and orbit control system in more detail.

[0053] In one embodiment, referring to Figure 4 The attitude controller 300 includes a pressure-stabilizing container 310, a control valve 320 and a first injection device 330, wherein: the pressure-stabilizing container 310 is connected to the flow channel 130, and the inlet of the pressure-stabilizing container 310 and the first injection device 330 are connected through the control valve 320; the outlet end of the first injection device 330 is used to discharge the gas in the pressure-stabilizing container 310 to the outside of the body 100.

[0054] Specifically, the input port 360 of the pressure-stabilizing container 310 is connected to the flow channel 130, and the heat-conducting gas absorbs heat in the flow channel 130 and becomes hot gas with higher temperature and pressure, which can enter the pressure-stabilizing container 310 from the input port 360; the pressure-stabilizing container 310 can buffer the incoming hot gas so that the pressure of the hot gas remains stable; at the same time, since the flow rate of the hot gas discharged from the flow channel 130 may be unstable, the hot gas can be buffered in the pressure-stabilizing container 310 and then output so that the output flow rate can be continuous and stable.

[0055] The first injection device 330 may be a nozzle, for example, the first injection device 330 may be a nozzle with an open outlet end; of course, the first injection device 330 may also be other types of nozzles or devices with injection functions, and the specific type of the nozzle is not specifically limited in the embodiments of the present application. When the control valve 320 is opened, the hot gas stored in the pressure-stabilizing container 310 may be discharged to the outside of the body 100 by the first injection device 330, thereby achieving adjustment of the aircraft body 100. Furthermore, the control valve 320 may be an electric valve, which may achieve linear and precise adjustment of the valve opening, thereby being able to more accurately control the flow rate of the gas injected by the first injection device 330, thereby facilitating more precise adjustment and control of the attitude of the aircraft.

[0056] Further, refer to Figure 4, a mounting interface 350 is fixedly arranged on the pressure stabilizing container 310, and the pressure stabilizing container 310 is fixed in the inner cavity of the airframe 100 of the aircraft through the mounting interface 350; the fixed interface can be connected to the airframe 100 through bolts to achieve fixation. Of course, the pressure stabilizing container 310 can also be fixed by welding or other connection methods, so that the pressure stabilizing container 310 can be kept stable in the inner cavity of the airframe 100; therefore, the specific type and shape of the mounting interface 350 are not specifically limited in the embodiments of the present application. It should be noted that the mounting interface 350 can be a separate part and is connected to the pressure stabilizing container 310 by welding or other fixed connection methods; the mounting interface 350 can also be a structure integrally formed with the pressure stabilizing container 310 by stamping or machining.

[0057] Further, referring to Figure 4 , a pressure relief valve 340 is also communicated with the pressure stabilizing container 310; by further arranging a pressure sensor P and a temperature sensor T in the connecting pipeline between the pressure stabilizing container 310 and the control valve 320, the pressure and temperature in the inner cavity of the pressure stabilizing container 310 can be detected; when the pressure in the inner cavity of the pressure stabilizing container 310 exceeds the set safety threshold, the pressure relief valve 340 can be opened for pressure relief, and a part of the hot gas in the pressure stabilizing container 310 is discharged, so as to maintain the stability and safety of the pressure stabilizing container 310.

[0058] In one embodiment, referring to Figure 5 , the orbital booster 400 includes a buffer container 410 and a second injection device 440, wherein: the buffer container 410 is arranged in the inner cavity of the airframe 100, and the second injection device 440 is arranged at the tail of the airframe 100; the buffer container 410 is communicated with the flow channel 130, the buffer container 410 is communicated with the inlet end of the second injection device 440, and the outlet end of the second injection device 440 is used for discharging the gas in the buffer container 410 to the outside of the airframe 100.

[0059] Specifically, referring to Figure 5, a flow valve 420 is also connected between the second injection device 440 and the buffer container 410. The flow of the gas output from the buffer container 410 to the second injection device 440 can be controlled through the flow valve 420; the flow valve 420 is also an electric valve to facilitate more accurate flow control. The heat-conducting gas absorbs heat in the flow channel 130 and becomes a hot gas with a higher temperature and pressure and enters the buffer container 410; the buffer container 410 can buffer the incoming hot gas to keep the pressure of the hot gas stable; at the same time, since the flow of the hot gas derived from the flow channel 130 may be unstable, therefore, after the hot gas is buffered in the buffer container 410 and then output to the second injection device 440, the flow rate of the second injection device 440 can be made continuous and stable. Among them, the second injection device 440 can also be a nozzle. Through the second injection device 440, the hot gas in the buffer container 410 is ejected from the tail of the body 100 of the aircraft to the outside of the body 100 of the aircraft, so as to obtain a reverse thrust to boost the body 100 of the aircraft.

[0060] In another embodiment, the orbital booster 400 may not be provided with a buffer container 410, that is, the second injection device 440 is directly connected to the flow channel 130 through the flow valve 420.

[0061] In one possible implementation manner, each attitude controller 300 can be configured with a pressure stabilizing container 310, and each pressure stabilizing container 310 only provides the buffered and pressure-stabilized gas for its corresponding first injection device 330. In this way, the volume of each pressure stabilizing container 310 can be set to be smaller, which is more suitable for installation and layout in the inner cavity of an aircraft with a tight internal space.

[0062] Refer to Figure 6 , in another possible implementation manner, the attitude controllers 300 are set to share a pressure stabilizing container 310, that is, the first injection device 330 in each attitude controller 300 is connected to the pressure stabilizing container 310 through a control valve 320.

[0063] In one of the embodiments, refer to Figure 3 , the attitude control system further includes an electromagnetic valve 210 and a pressure reducing valve 220, wherein: the outlet end of the pressure reducing valve 220 is communicated with the flow channel 130 at the head position of the body 100, and the electromagnetic valve 210 connects the inlet end of the pressure reducing valve 220 with the gas storage cylinder 200.

[0064] Specifically, refer to Figure 7, the gas storage cylinder 200 can be a high-pressure composite material gas cylinder, and the gas stored in the gas storage cylinder 200 is a low-temperature and high-pressure heat-conducting gas; wherein, the heat-conducting gas can be nitrogen, and of course it can also be other types of heat-conducting gases, which are not specifically limited in the embodiments of the present application; it should be noted that since the cooling medium will present different physical forms at different temperatures and pressures, for example, nitrogen has gaseous and liquid forms. The gas stored in the gas storage cylinder 200 can be gaseous nitrogen or liquid nitrogen.

[0065] The electromagnetic valve 210 is a high-pressure valve for regulating the flow rate of the heat-conducting gas input from the gas storage cylinder 200 into the flow channel 130. Further, the pressure-reducing valve 220 is connected between the flow channel 130 and the outlet of the electromagnetic valve 210; since the heat-conducting gas stored in the gas storage cylinder 200 is a high-pressure gas, therefore, the pressure of the heat gas output from the flow channel 130 to the orbital booster 400 and the attitude controller 300 will inevitably be relatively high; while the orbital booster 400 and the attitude controller 300 have corresponding maximum threshold requirements for the pressure of the input gas. Therefore, the heat-conducting gas input into the flow channel 130 is pre-decompressed by the pressure-reducing valve 220, so as to reduce the pressure of the heat gas when it is input into the orbital booster 400 and the attitude controller 300, so that the orbital booster 400 and the attitude controller 300 can maintain a stable and safe working state.

[0066] Moreover, as the heat-conducting gas stored in the gas storage cylinder 200 decreases, the pressure of the heat-conducting gas output from the gas storage cylinder 200 gradually decreases; and the presence of the pressure-reducing valve 220 makes the pressure of the heat-conducting gas output through the pressure-reducing valve 220 maintain within a relatively stable range.

[0067] In one of the embodiments, taking nitrogen as the heat-conducting gas as an example, the overall parameters of the aircraft including the above attitude control system are deduced and calculated.

[0068] Set the flight time of the aircraft in the atmosphere to be , heat is generated by friction with the atmosphere during the flight, and its average heat flux density is , the area of the high-temperature region at the head of the aircraft body is , then the heat absorbed by the head of the aircraft during flight in the atmosphere can be expressed by formula (1):

[0069] , formula (1).

[0070] The heat absorbed by the aircraft during flight in the atmosphere Part of it is the heat capacity of the aircraft itself, part of it is dissipated by radiation, and the rest of the heat is absorbed by nitrogen, then the heat absorbed by nitrogen can be expressed by formula (2):

[0071] , formula (2).

[0072] Wherein, is the specific heat capacity of the aircraft nose; is the mass of the aircraft nose; are the stable temperature and the pre-flight temperature of the aircraft nose, respectively; is the surface emissivity of the aircraft material; is the blackbody radiation constant.

[0073] Furthermore, the pressure of nitrogen in the gas cylinder is set to be , and the temperature is ; the pressure of nitrogen entering the flow channel of the aircraft nose is , and the temperature is , and the enthalpy value is ; the pressure of nitrogen (hot gas) output from the flow channel is , and the temperature is , and the enthalpy value is . Then the enthalpy difference between the two states of nitrogen can be expressed by formula (3):

[0074] , formula (3).

[0075] According to the law of conservation of energy, the total mass of the required nitrogen can be expressed by formula (4):

[0076] , formula (4).

[0077] Furthermore, it can be deduced that the flow rate of the required nitrogen can be expressed by formula (5):

[0078] , formula (5).

[0079] Furthermore, the wall temperature of the flow channel of the aircraft nose is , the length of the flow channel is , and the equivalent diameter is . Then the resistance coefficient of nitrogen in the flow channel can be expressed by formula (6):

[0080] , formula (6); where is the Reynolds number of nitrogen at the corresponding temperature and pressure.

[0081] For the flow of nitrogen in the flow channel of the aircraft nose, the Nusselt number of nitrogen can be expressed by formula (7):

[0082] , formula (7); where is the Prandtl number of nitrogen at the corresponding temperature and pressure; is the temperature of nitrogen in the flow channel at the head of the aircraft.

[0083] Furthermore, the total heat transfer coefficient h of nitrogen flowing in the flow channel at the head of the aircraft 氮 can be expressed by formula (8):

[0084] , formula (8); where is the thermal conductivity of nitrogen at the corresponding temperature and pressure.

[0085] Furthermore, the total heat transfer area of the flow channel at the head of the aircraft can be expressed by formula (9):

[0086] , formula (9);

[0087] The total pressure drop of the nitrogen flow channel at the head of the aircraft can be expressed by formula (10):

[0088] , formula (10); where is the flow velocity of nitrogen at the corresponding temperature and pressure.

[0089] Based on the total heat transfer area, total pressure drop, equivalent diameter of the flow channel, and length of the flow channel of nitrogen at the head of the aircraft, the detailed structure of the nitrogen flow channel at the head of the aircraft can be determined.

[0090] Furthermore, for the attitude controller, the outlet flow velocity of the first injection device in the attitude controller can be expressed by formula (11):

[0091] , formula (11); where is the flow coefficient of nitrogen flowing through the attitude controller; is the adiabatic index of nitrogen; is the density of nitrogen before entering the attitude controller; is the outlet pressure of the first injection device in the attitude controller.

[0092] When the ambient pressure and the outlet pressure of the hot gas ejected from the aircraft are both the sea-level atmospheric pressure, the sea-level theoretical specific impulse of the orbital booster is denoted as .

[0093] Finally, the total sea-level thrust of the engine is: .

[0094] Furthermore, the thrust of the orbital booster is , the thrust of the attitude controller is , it is set that there is 1 orbital booster and attitude control controllers, then the total thrust of the aircraft satisfies the constraint of formula (12):

[0095] , formula (12).

[0096] Further, in another embodiment, with the specific parameter settings in an actual scenario, the various performance indicators of the aircraft are calculated and deduced.

[0097] It is set that the flight time of the aircraft in the atmosphere is 1200 s. Heat is generated by the friction with the atmosphere during the flight, and its average heat flux density is 60 kW / ㎡, and the high-temperature area of the head of the aircraft body is , then the heat absorbed by the aircraft during flight in the atmosphere can be calculated by the above formula (1):

[0098] .

[0099] The heat absorbed by the aircraft during flight in the atmosphere is partly the heat capacity of the aircraft itself, partly dissipated by radiation, and the rest of the heat is absorbed by nitrogen. Then the heat absorbed by nitrogen can be expressed by formula (2):

[0100] , formula (2).

[0101] Among them, is the specific heat capacity of the aircraft head; is the mass of the aircraft head; are the stable temperature and the pre-flight temperature of the aircraft head respectively; is the emissivity of the aircraft material surface; is the blackbody radiation constant.

[0102] Further, the detailed parameter items on which the calculation of this embodiment is based are shown in Table (1).

[0103] Table (1)

[0104]

[0105] In this embodiment, the pressure of nitrogen in the high-pressure composite gas cylinder is , and the temperature is ; The pressure of the nitrogen gas entering the flow channel at the head of the aircraft is , the temperature is , and the enthalpy value is . The physical property parameters characterized by Table (2) can be used to find them out; when the nitrogen gas flows out of the flow channel at the head of the aircraft, the pressure is , the temperature is , and the enthalpy value is . The physical property parameters characterized by Table (2) can be used to find them out. Then the enthalpy difference between the two states of the nitrogen gas can be calculated by the above formula (3):

[0106] .

[0107] Table (2)

[0108]

[0109] Furthermore, according to the law of conservation of energy, the total mass of the required nitrogen gas is calculated by the above formula (4) as:

[0110] .

[0111] The flow rate of the required nitrogen gas is calculated by the above formula (5) as: .

[0112] In this embodiment, the average temperature of the inner wall surface of the flow channel at the head of the aircraft is 900K, the length of the flow channel is 500mm, the equivalent diameter of the flow channel is 2.67mm (the width of a single flow channel is 2mm and the height is 4mm), and there are 80 flow channels in total. Then the resistance coefficient of the nitrogen gas in the flow channel is: .

[0113] When the nitrogen gas flows in the flow channel at the head of the aircraft, the Nusselt number of the nitrogen gas is:

[0114] .

[0115] Furthermore, the total heat transfer coefficient of the nitrogen gas flowing in the flow channel at the head of the aircraft can be calculated by the above formula (8): .

[0116] Furthermore, the total heat transfer area of the flow channel at the head of the aircraft is: .

[0117] Furthermore, the total heat transfer area of the nitrogen gas flow channel at the head of the aircraft is obtained. 。

[0118] The total pressure drop of the nitrogen gas flow channel at the head of the aircraft is: 。

[0119] Based on the total heat transfer area, total pressure drop, equivalent diameter, and length of the flow channel at the head of the aircraft, the detailed structural parameters of the flow channel at the head of the aircraft can be obtained.

[0120] In this embodiment, for the attitude controller, the outlet flow velocity of the first injection device in the attitude controller is: 。

[0121] When the environmental pressure and the outlet pressure of the hot gas ejected from the aircraft are both the sea-level atmospheric pressure, the theoretical specific impulse of the orbital booster at sea level is denoted as 。

[0122] Finally, the total thrust of the engine at sea level can be obtained is: 。

[0123] In this embodiment, the thrust of the orbital control engine of the aircraft is 10 N, and the thrust of the attitude control engine is 3.33 N. There is a total of 1 orbital control engine and 4 attitude control engines; then the total thrust of the aircraft is: 。

[0124] The calculation results of this embodiment are summarized in Table 1.

[0125] Furthermore, as shown in Table (3), the specific impulse of nitrogen at sea level at different temperatures is presented. It can be seen that when the temperature of nitrogen after heat absorption reaches above 700 K, in the solution of this application embodiment, the specific impulse of the aircraft can be increased by more than 50%.

[0126] Table (3)

[0127]

[0128] Unless otherwise specifically stated, the relative arrangements of the components and steps, numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present invention. At the same time, it should be understood that for the sake of description, the dimensions of the various parts shown in the drawings are not drawn according to the actual proportional relationship.

[0129] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope recorded in this specification.

[0130] The above-described embodiments merely represent several implementation manners of the present application. The description is relatively specific and detailed, but it should not be construed as a limitation on the patent scope of the present application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the appended claims.

Claims

1. An attitude and track control system, characterized in that: Applied to an aircraft, the fuselage wall of the aircraft is composed of an inner main body and an outer skin connected together, a flow channel extending from the head to the tail of the fuselage is provided between the main body and the skin, the system includes a gas storage bottle, an attitude controller and a track booster, wherein: The gas storage bottle stores pressurized heat-conducting gas, the outlet end of the gas storage bottle is in communication with the flow channel at the head position of the machine body, and the gas storage bottle is used to provide the heat-conducting gas into the flow channel; The attitude controller is disposed between the head and the tail of the body, the attitude controller is connected to the flow channel, and the attitude controller is used to discharge the gas in the flow channel to the outside of the body; The orbital booster is arranged at the tail of the body, the orbital booster is connected to the flow channel, and the orbital booster is used to discharge the gas in the flow channel to the outside of the body.

2. The system according to claim 1, characterized in that The attitude controller includes a pressure-stabilizing container, a control valve and a first injection device, wherein: The pressure stabilizing container is in communication with the flow channel, and the pressure stabilizing container is in communication with the inlet of the first injection device through the control valve; The outlet end of the first injection device is used to discharge the gas in the pressure-stabilizing container to the outside of the machine body.

3. The system according to claim 2, characterized in that The pressure-stabilizing container is arranged in the inner cavity of the machine body, and the pressure-stabilizing container is also connected to a pressure relief valve.

4. The system according to any one of claims 1 to 3, characterized in that: At least two posture controllers are symmetrically arranged along the circumference of the machine body.

5. The system according to claim 1, characterized in that The system also includes a solenoid valve and a pressure reducing valve, wherein: The outlet end of the pressure reducing valve is connected to the flow channel at the head position of the machine body, and the electromagnetic valve connects the inlet end of the pressure reducing valve with the gas storage bottle.

6. The system according to claim 1, characterized in that The orbital booster comprises a buffer container and a second injection device, wherein: The buffer container is arranged in the inner cavity of the machine body, and the second injection device is arranged at the tail of the machine body; The buffer container is communicated with the flow channel, the buffer container is communicated with an inlet end of the second injection device, and an outlet end of the second injection device is used to discharge the gas in the buffer container to the outside of the machine body.

7. The system according to claim 6, characterized in that The direction of the boost force generated by the gas injected by the second injection device is parallel to the central axis of the body.

8. The system according to claim 7, characterized in that The orbital boosters are located at the tail of the body, and if the number of the orbital boosters is greater than one, they are symmetrically arranged along the circumferential direction of the body.

9. The system according to claim 1, characterized in that The heat-conducting gas is nitrogen.

10. An aircraft, characterized in that: The fuselage wall of the aircraft is composed of an inner main body and an outer skin connected together, and a flow channel extending from the head to the tail of the fuselage is provided between the main body and the skin; The aircraft also includes an attitude and orbit control system as described in any one of claims 1-9 above.

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