Restraint structure for deorbit attitude of oblique launching large-mass aircraft and deorbit method
By setting slider groups in contact with the guide rails at the front and rear ends of the aircraft center of mass, the off-rail trajectory is optimized, and the problem of unstable off-rail attitude of large-mass aircraft is solved, and stable control and structural protection are achieved.
Patent Information
- Application Number
- CN202510434145.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-08
- Publication Date
- 2025-07-11
AI Technical Summary
The prior art is difficult to achieve stable attitude control during the off-orbit process of inclined launching large-mass aircraft, especially for large-mass aircraft, the attitude control force is relatively weak when off-orbit, resulting in unstable attitude, and the existing solutions may destroy the aircraft structure or aerodynamic shape.
Two sets of slider groups are respectively located at the front and rear ends of the centroid of the aircraft. The contact area between the slider group and the guide rail is greater than the preset area. The angle between the windward surface of the slider and the side wall of the aircraft is an acute angle. By constructing a dynamic model, the off-rail trajectory is optimized to ensure that the aircraft moves linearly along the guide rail and reduce structural damage.
It realizes stable attitude control of the aircraft during the derailment process, reduces damage to the aircraft structure and sliders, maintains aerodynamic performance, and is suitable for stable derailment of large-mass aircraft.
Smart Images
Figure CN120288265A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the technical field of aerospace vehicle launch, and particularly to a constraint structure and a deorbiting method for the attitude of a large-mass vehicle in oblique launch. Background Art
[0002] To ensure that a vehicle has a fast launch and a stable and controllable initial pointing during launch, the oblique launch method is often adopted in the field of traditional vehicles. However, during the deorbiting process of oblique launch, there are multiple factors coupled, such as gravity, thrust, orbital friction, and slider reaction force, and the movement process is complex. The force between the vehicle and the guide rail is large and the interference is serious. A strong binding force is required to maintain a tight, reliable, and high-strength attitude control of the deorbiting vehicle and the guide rail. Moreover, there is inconsistency in the separation time of the front and rear sliders during the deorbiting process of the vehicle, resulting in a large interference angular rate during the deorbiting process of the vehicle. Especially for large-mass vehicles, the attitude control force during deorbiting is weaker than gravity. After the vehicle deorbits, the center of gravity moves forward, and a large interference moment is often formed in the pitch direction, bringing great problems to the attitude stability control of the vehicle after deorbiting. The deorbiting control scheme of small vehicles is difficult to meet this environment of large mass and strong interference. How to achieve stable constraint during the deorbiting process of the vehicle is one of the key and difficult problems of oblique launch vehicles.
[0003] There are mainly three existing attitude control schemes for oblique launch vehicles during the deorbiting process:
[0004] One is to set a guide ring on the vehicle structure. By setting multiple large ring structures on the vehicle structure to keep it connected to the guide rail, the interference in the starting section is reduced by closely connecting with the guide rail. This scheme does not require the vehicle to be installed strictly in a specific direction and has the characteristic of simple operation. However, this scheme has a large destructive effect on the vehicle structure and aerodynamic shape and cannot be applied to vehicles with an external thermal protection layer.
[0005] The second is to use an adapter or a separable support block. By setting a separable and closely connected bearing block between the vehicle and the guide rail, the bearing block bears and restricts the movement of the vehicle on the launch track during the deorbiting process of the vehicle. When the vehicle flies away from the guide rail, the bearing block also separates from the vehicle and the guide rail. This scheme does not affect the aerodynamic shape of the vehicle, but may cause certain damage to the thermal protection coating of the vehicle, and the application scenario is relatively limited, and it is mostly used for small-size and small-mass vehicles.
[0006] Thirdly, there is the method of fixedly connecting a vertical slider (guide block) to the aircraft. By setting a relatively small vertical slider (guide block) on the aircraft to keep it connected to the guide rail, different from the guide ring, the slider (guide block) is smaller in size, simpler to produce and process, and has the least impact on the structural shape of the aircraft. It will not damage the thermal protection coating and aerodynamic shape of the aircraft on a large scale, and can control the attitude changes of the aircraft in the lateral, normal, and rolling directions. The disadvantage is that the bearing surface is small and the bearing capacity per unit area is large, which poses high requirements for the aircraft shell structure, guide rail design, and the strength of the slider.
[0007] Currently, many large-mass long-range aircraft launched obliquely based on horizontal slide rails adopt the first two schemes. If the third scheme is adopted, more sliders are required for control, which seriously damages the aerodynamic shape of the aircraft and greatly limits the selection of the external thermal protection layer of the aircraft, seriously affecting important indicators such as the range of the aircraft. Therefore, how to design the constraint structure for the off-rail attitude of a large-mass aircraft launched obliquely to balance the aerodynamic performance of the aircraft and the off-rail stability constraint is the key to maintaining the constraint of the off-rail attitude of a large-mass aircraft. Summary of the Invention
[0008] This application provides a constraint structure and an off-rail method for the off-rail attitude of a large-mass aircraft launched obliquely, which can reduce the damage to the aircraft structure and sliders during the off-rail process.
[0009] In a first aspect, an embodiment of this application provides a constraint structure for the off-rail attitude of a large-mass aircraft launched obliquely, including: a slider group, which has two sets, located at the front and rear ends of the centroid of the aircraft in the horizontal plane where the centroid is located, and the distance between the two sets of slider groups is within a target distance range. Each set of slider groups includes two sliders, symmetrically fixed on the two side walls of the aircraft, and the angle between the windward side of the slider and the side wall of the aircraft is an acute angle; two guide rails, which are arranged on the launch rack, corresponding to the two sliders on the same side wall of the aircraft respectively, and the contact area between the slider and the guide rail is greater than a preset area.
[0010] In combination with the first aspect, in some embodiments, the slider is a trapezoidal structure, its inclined surface is the windward side, the lower bottom surface of the trapezoidal structure is fixed on the side wall of the aircraft, and the trapezoidal structure is in sliding contact with the guide rail.
[0011] In combination with the first aspect, in some embodiments, the distance between the two bottom surfaces of the trapezoidal structure is greater than a preset distance, and there is no contact between the guide rail and the side wall of the aircraft.
[0012] In combination with the first aspect, in some embodiments, a lubricant is applied between the slider and the guide rail.
[0013] In combination with the first aspect, in some embodiments, a heat protection coating is provided on the side wall of the aircraft, and the two sets of slider groups are respectively arranged at the front and rear ends of the heat protection coating.
[0014] In combination with the first aspect, in some embodiments, a heat protection cover plate is provided on the side wall of the aircraft. The heat protection cover plate is spliced with the heat protection coating into one body. The heat protection cover plate has a notch, and the slider extends out from the notch.
[0015] In a second aspect, an embodiment of the present application provides a deorbiting method for a deorbiting attitude constraint structure of an inclined launch large-mass aircraft based on any one of the above embodiments, including: respectively installing two sets of slider groups at the front and rear ends of the center of mass of the aircraft on the horizontal plane where the center of mass is located, and the distance between the two sets of slider groups is within a target distance range; clamping the installed aircraft on the guide rail of the launch rack through the slider groups; controlling the aircraft to slide on the guide rail along a preset deorbiting trajectory under the action of thrust until the two sets of slider groups are successively separated from the guide rail.
[0016] In combination with the second aspect, in some embodiments, the target distance range is determined according to the radial length of the aircraft.
[0017] In combination with the second aspect, in some embodiments, the steps of determining the preset motion trajectory include: constructing a deorbiting dynamics model of the aircraft based on the mass, center of mass, thrust change curve, and slider fulcrum position of the aircraft; inputting the stiffness modal data, aircraft mass deviation, center of mass deviation, slider fulcrum position deviation, thrust deviation, and stiffness damping deviation of the aircraft into the deorbiting dynamics model of the aircraft, and analyzing the deorbiting attitude of the aircraft under various working conditions to obtain the preset deorbiting trajectory of the aircraft.
[0018] In combination with the second aspect, in some embodiments, the Monte Carlo method is used to analyze the deorbiting attitude of the aircraft under various working conditions.
[0019] The beneficial effects brought by the technical solutions provided in the embodiments of the present application include:
[0020] The aircraft uses two sets of slider groups to be slidably arranged on the guide rail of the launch rack, so that the aircraft can be launched along the straight line direction of the guide rail. By respectively arranging the two sets of slider groups at the front and rear ends of the center of mass of the aircraft on the horizontal plane where the center of mass is located, it is ensured that the aircraft will not collide with the guide rail due to its own elastic vibration during the deorbiting process. By setting the distance between the two sets of slider groups within the target distance range, and the distance between the slider groups does not exceed the upper limit of the target distance range, it is ensured that the aircraft will not interfere with the guide rail due to the vibration deformation of the aircraft; the distance between the slider groups is not less than the lower limit of the distance, ensuring that the slider reaction force of the slider will not suddenly change due to various interferences.
[0021] By symmetrically fixing two sliders of the slider group on both side walls of the aircraft, symmetric binding forces can be provided during the oblique launch of the aircraft, canceling the lateral bending moment during oblique launch and ensuring that the aircraft moves linearly along the guide rail. By setting the angle between the windward side of the slider and the side wall of the aircraft to an acute angle, it is ensured that the angle of the windward side of the slider is small, reducing the impact on the aerodynamic performance of the aircraft.
[0022] By arranging two guide rails on the launch rack, and the two guide rails respectively corresponding to the two sliders on the same side wall of the aircraft, and the contact area between the slider and the guide rail being greater than the preset area, the pressure per unit area can be significantly reduced, avoiding plastic deformation on the surface of the guide rail or the slider, and enabling the aircraft and the guide rail to remain stable during the off-rail process of the aircraft. Through this application, during the off-rail process of the aircraft, damage to the aircraft structure and the slider can be reduced. Brief Description of the Drawings
[0023] To more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. 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 be obtained based on these drawings.
[0024] Figure 1 It is a top view after the explosion of the constraint structure for the off-rail attitude of an obliquely launched large-mass aircraft in the embodiment of the present application;
[0025] Figure 2 It is Figure 1 a front view before explosion;
[0026] Figure 3 It is Figure 1 or Figure 2 a schematic diagram of the slider in
[0027] Figure 4 It is Figure 1 a schematic diagram of the installation position between one of the sliders at the rear of the center of mass and the side wall of the aircraft in
[0028] Figure 5 It is a schematic flow diagram of the off-rail method of the constraint structure for the off-rail attitude of an obliquely launched large-mass aircraft in the embodiment of the present application.
[0029] In the figure:
[0030] 1. Slider group; 11. Slider; 111. Inclined surface; 112. Lower bottom surface; 113. Upper bottom surface;
[0031] 2. Guide rail;
[0032] 3. Aircraft; 31. Thermal protection coating;
[0033] 4. Heat-insulating cover plate. Specific implementation manners
[0034] In order to enable those skilled in the art to better understand the solution of this application, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all the embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts belong to the scope of protection of this application.
[0035] The centroid, short for the center of mass, refers to a hypothetical point on a material system where the mass is considered to be concentrated.
[0036] The embodiments of this application provide a constraint structure and a deorbiting method for the deorbiting attitude of an obliquely launched large-mass aircraft, which can reduce the damage to the aircraft structure and sliders during the deorbiting process.
[0037] In a first aspect, this application provides a constraint structure for the deorbiting attitude of an obliquely launched large-mass aircraft.
[0038] Refer to Figure 1 and Figure 2 , Figure 1 is the top view after the explosion of the constraint structure for the deorbiting attitude of the obliquely launched large-mass aircraft in the embodiment of this application; Figure 2 is Figure 1 the front view before the explosion. As shown in Figure 1 and Figure 2 shown, in one embodiment, the constraint structure for the deorbiting attitude of the obliquely launched large-mass aircraft includes: two sets of slider groups 1 and two guide rails 2. The two sets of slider groups 1 are respectively located at the front and rear ends of the centroid of the horizontal plane where the centroid of the aircraft 3 is located. The distance between the two sets of slider groups 1 is within the target distance range. Each set of slider groups 1 includes two sliders 11, which are symmetrically fixed on the two side walls of the aircraft 3. The angle between the windward side of the slider 11 and the side wall of the aircraft 3 is an acute angle. The two guide rails 2 are arranged on the launch rack, corresponding to the two sliders 11 on the same side wall of the aircraft 3 respectively, and the contact area between the slider 11 and the guide rail 2 is greater than the preset area. Among them, each set of slider groups 1 includes two sliders 11. The material of the slider 11 can be steel. The two sliders 11 are symmetrically fixed on the two side walls of the aircraft 3. Then, there are two sliders 11 on the same side wall of the aircraft 3, that is, one slider 11 at the front end of the centroid and one slider 11 at the rear end of the centroid. And, the straight line where the two sliders 11 on the same side wall are located is parallel to the straight line where the two sliders 11 on the other side wall are located and is in the same horizontal plane.
[0039] In addition, the slider 11 can be a trapezoidal structure or a triangular structure. The geometric dimensions of the slider 11 need to meet the maximum shear bearing requirements during the off-rail process of the aircraft 3. The angle between the windward side of the slider 11 and the side wall of the aircraft 3 is an acute angle. Here, the "windward side" is essentially the oncoming flow direction when the aircraft 3 is in operation. Both of the two guide rails 2 are linear guide rails, which are symmetrically arranged on the two side walls of the aircraft 3 respectively, installed on the launch rack, and do not contact the side walls of the aircraft 3. One guide rail 2 corresponds to the two sliders 11 on the same side wall.
[0040] In this embodiment, the aircraft 3 is slidably arranged on the guide rail 2 of the launch rack by using two sets of slider groups 1, so that the aircraft 3 can be launched along the linear direction of the guide rail 2. By respectively arranging the two sets of slider groups 1 at the front and rear ends of the center of mass of the aircraft 3 in the horizontal plane where the center of mass is located, it is ensured that the aircraft 3 will not collide with the guide rail 2 due to its own elastic vibration during the off-rail process. By setting the distance between the two sets of slider groups 1 within the target distance range, and the distance between the slider groups 1 does not exceed the upper limit of the target distance range, it is ensured that the aircraft 3 will not interfere with the guide rail 2 due to the vibration deformation of the aircraft 3; the distance between the slider groups 1 is not less than the lower limit of the distance, ensuring that the reaction force of the slider 11 will not suddenly change due to various interferences.
[0041] By symmetrically fixing the two sliders 11 of the slider group 1 on the two side walls of the aircraft 3, symmetric binding forces can be provided during the oblique launch process of the aircraft 3, canceling the lateral bending moment during the oblique launch and ensuring that the aircraft 3 moves linearly along the guide rail 2. By setting the angle between the windward side of the slider 11 and the side wall of the aircraft 3 as an acute angle, it is ensured that the angle of the windward side of the slider 11 is small, reducing the impact on the aerodynamic performance of the aircraft 3. By arranging the two guide rails 2 on the launch rack, and the two guide rails 2 respectively correspond to the two sliders 11 on the same side wall of the aircraft 3, and the contact area between the slider 11 and the guide rail 2 is greater than the preset area, the pressure per unit area can be significantly reduced, avoiding plastic deformation or structural damage on the surface of the guide rail 2 or the slider 11, and keeping the aircraft 3 and the guide rail 2 stable during the off-rail process of the aircraft 3.
[0042] When the aircraft 3 needs to be off-rail at a certain speed and position, the slider groups 1 at the front and rear ends of the center of mass are separated from the guide rail 2 successively, and the aircraft 3 continues to fly relying on its own power and attitude control system. During the launch process, the attitude of the aircraft 3 has been preliminarily stabilized and controlled by the constraint structure of the slider 11 and the guide rail 2, providing a good foundation for subsequent flight.
[0043] Further, in one embodiment, Figure 3 , Figure 3 is Figure 1 or Figure 2 is a schematic diagram of the slider 11 in Figure 3As shown, the slider 11 has a trapezoidal structure. Its inclined surface 111 faces the oncoming wind. The lower bottom surface 112 of the trapezoidal structure is fixedly arranged on the side wall of the aircraft 3, and the trapezoidal structure is in sliding contact with the guide rail 2. In this embodiment, the slider 11 has a trapezoidal structure, which can increase the contact area between the slider 11 and the guide rail 2. The lower bottom surface 112 of the trapezoidal structure is larger than the upper bottom surface 113. The lower bottom surface 112 of the trapezoidal structure is fixedly arranged on the side wall of the aircraft 3. In this way, the inclined surface 111 of the trapezoidal structure faces the oncoming wind, which can make the airflow flow smoothly along the inclined surface 111 when the aircraft 3 is off the track or flying, reducing the airflow separation (that is, the airflow detaches from the object surface to form turbulence), thereby reducing the resistance. In addition, the upper bottom surface 113 of the trapezoidal structure and a set of opposite side surfaces excluding the inclined surface 111 are in sliding contact with the guide rail 2, and the entire slider 11 is equivalent to being clamped inside the guide rail 2. In this embodiment, through the above technical solution, the shear stress between the slider 11 and the aircraft 3 can be effectively reduced, ensuring the stability of the aircraft 3's own structure during the off-track process, and at the same time, the damage to the aerodynamic performance of the aircraft 3 can also be reduced.
[0044] Further, in one embodiment, as Figure 2 and Figure 3 shown, the distance between the two bottom surfaces of the trapezoidal structure is greater than a preset distance, and there is no contact between the guide rail 2 and the side wall of the aircraft 3. In this embodiment, the distance between the lower bottom surface 112 and the upper bottom surface 113 of the trapezoidal structure is greater than the preset distance. By increasing the distance between the two bottom surfaces, the contact area between the slider 11 and the guide rail 2 is further increased, and the contact pressure between the slider 11 and the guide rail 2 is reduced, ensuring the stability of the guide rail 2. In addition, the increase range of the distance between the lower bottom surface 112 and the upper bottom surface 113 should be within a reasonable range. At the same time, during the off-track process of the aircraft 3 under various environmental disturbances, there is no contact between the guide rail 2 and the side wall of the aircraft 3, avoiding the generation of friction during the off-track process of the aircraft 3 and affecting the attitude of the aircraft 3 when it is off the track.
[0045] Further, in one embodiment, a lubricant is applied between the slider 11 and the guide rail 2. In this embodiment, through the above technical solution, the friction generated between the slider 11 and the guide rail 2 during the off-track process of the aircraft 3 can be reduced.
[0046] Further, in one embodiment, refer to Figure 1 and Figure 4 , Figure 4 is Figure 1 a schematic diagram of the installation position between one of the sliders 11 at the rear of the center of mass in Figure 1 and Figure 4As shown in the figure, a heat - resistant coating 31 is provided on the side wall of the aircraft 3, and two sets of slider groups 1 are respectively arranged at the front and rear ends of the heat - resistant coating 31. In this embodiment, the entire side wall of the aircraft 3 is covered with a heat - resistant coating 31, which can significantly improve the tolerance of the side wall of the aircraft 3 to high - temperature environments. When the aircraft 3 is flying at high speed or passing through the atmosphere, due to the aerodynamic heating effect, the surface of the aircraft 3 will be subjected to extremely high temperatures. The heat - resistant coating 31 can effectively isolate or disperse these heats and protect the structure of the aircraft 3 from damage. The two sets of slider groups 1 are respectively arranged at the front and rear ends of the heat - resistant coating 31, which helps in the processing of other components of the aircraft 3 and is also beneficial for the maintenance or replacement of the sliders 11.
[0047] Further, in one embodiment, as Figure 4 shown, a heat - resistant cover plate 4 is provided on the side wall of the aircraft 3. The heat - resistant cover plate 4 is spliced with the heat - resistant coating 31 into one body. The heat - resistant cover plate 4 has a notch, and the slider 11 extends out from the notch. In this embodiment, the slider 11 is connected to the heat - resistant coating 31 of the aircraft 3 through the heat - resistant cover plate 4, which can ensure that there are no large notches in the heat - resistant coating 31 on the side wall of the aircraft 3 and prevent damage to the side wall of the aircraft 3 in a high - Mach flight environment. At the same time, operations such as grinding and gluing are used to ensure correct installation and no airflow steps.
[0048] In a second aspect, the present application provides a de - orbiting method for a de - orbiting attitude constraint structure of an inclined - launch large - mass aircraft based on any one of the above - mentioned embodiments.
[0049] See Figure 5 , Figure 5 which is a schematic flow chart of the de - orbiting method for the de - orbiting attitude constraint structure of the inclined - launch large - mass aircraft in the embodiment of the present application. As Figure 1 shown, the de - orbiting method includes:
[0050] Step S10: Install the two sets of slider groups 1 at the front and rear ends of the center of mass of the aircraft 3 on the horizontal plane where the center of mass is located, and the distance between the two sets of slider groups 1 is within the target distance range.
[0051] In this embodiment, by installing the two sets of slider groups 1 at the front and rear ends of the center of mass of the aircraft 3 on the horizontal plane where the center of mass is located and making the distance between the two sets of slider groups 1 within the target distance range, on the one hand, it is ensured that under various interference conditions during the de - orbiting process, the forces on the sliders 11 are not greater than the load - bearing capacity; on the other hand, it is ensured that the aircraft 3 does not interfere with the slide rail due to its own bending deformation.
[0052] Step S20: Connect the installed aircraft 3 to the guide rail 2 of the launch rack through the slider groups 1.
[0053] Step S30: Control the aircraft 3 to slide on the guide rail 2 along the preset de - orbiting trajectory under the action of thrust until the two sets of slider groups 1 are successively separated from the guide rail 2.
[0054] In this embodiment, after the installed aircraft 3 is clamped on the guide rail 2 of the launch rack through the slider group 1, the staff starts to control the aircraft 3 to slide on the guide rail 2 along the preset off-rail trajectory under the action of thrust. During the process of the aircraft 3 leaving the rail with the thrust, the slider groups 1 at the front and rear ends of the center of mass of the aircraft 3 jointly support the aircraft 3 to move along the guide rail 2, and control the attitude of the aircraft 3 in the pitch, yaw, and roll channels. As the aircraft 3 accelerates off the rail, the slider group 1 at the front end of the center of mass of the aircraft 3 first detaches from the guide rail 2. At this time, the slider group 1 at the rear end of the center of mass of the aircraft 3 still remains in contact with the guide rail 2. At this time, the entire aircraft 3 only relies on the slider group 1 at the rear end of the center of mass to maintain support. Under the action of gravity and the reaction force of the slider group 1 at the rear end of the center of mass, the aircraft 3 will generate a pitching moment, causing the entire aircraft 3 to start to lower its head. The aircraft 3 continues to accelerate forward along the guide rail 2 under the action of thrust, and at the same time is affected by gravity and the reaction force of the slider 11. The overall nose-down angular rate of the aircraft 3 gradually increases. Therefore, when the aircraft 3 starts to leave the rail, the entire off-rail process of the aircraft 3 can be intervened, and the aircraft 3 can be controlled to slide on the guide rail 2 according to the preset off-rail trajectory until the two slider groups 1 detach from the guide rail 2 successively, ensuring the normal off-rail of the aircraft 3.
[0055] Further, in an embodiment, the target spacing is determined according to the radial length of the aircraft 3. In this embodiment, the spacing of the slider group 1 does not exceed the upper limit of the target spacing to ensure that the aircraft 3 will not vibrate and deform and interfere with the guide rail 2; the spacing of the slider group 1 is not less than the lower limit of the spacing to ensure that the reaction force of the slider 11 does not suddenly change due to various interferences.
[0056] Further, in an embodiment, the steps of determining the preset motion trajectory include: constructing a dynamic model of the aircraft 3 leaving the rail based on the mass, center of mass, thrust change curve of the aircraft 3, and the position of the fulcrum of the slider 11; inputting the stiffness modal data of the aircraft 3, the mass deviation of the aircraft 3, the center of mass deviation, the position deviation of the fulcrum of the slider 11, the thrust deviation, and the stiffness damping deviation into the dynamic model of the aircraft 3 leaving the rail, and analyzing the off-rail attitude of the aircraft 3 under various working conditions to obtain the preset off-rail trajectory of the aircraft 3.
[0057] In this embodiment, before the aircraft 3 deorbits, the staff first use some dynamic simulation software to construct a deorbiting dynamics model of the aircraft 3 based on the mass, centroid, thrust change curve of the aircraft 3, and the position of the fulcrum of the slider 11. Then, data deviation amounts such as the stiffness modal data of the aircraft 3, the mass deviation of the aircraft 3, the centroid deviation, the position deviation of the fulcrum of the slider 11, the thrust deviation, and the stiffness damping deviation are input into this model. By analyzing the deorbiting attitude of the aircraft 3 under various working conditions, the optimal deorbiting trajectory when the aircraft 3 deorbits is finally obtained, which is the preset deorbiting trajectory when the aircraft 3 deorbits. In this way, the behavior of the aircraft 3 under various deviations and working conditions can be effectively analyzed to ensure its stable performance in a complex environment; more effective attitude control strategies can be formulated using the results of simulation and analysis to reduce possible problems during the deorbiting process; through the preset deorbiting trajectory, the path of the aircraft 3 can be more precisely controlled to ensure the achievement of the mission objectives.
[0058] Further, in one embodiment, the Monte Carlo method is used to analyze the deorbiting attitude of the aircraft 3 under various working conditions to ensure that the obtained preset deorbiting trajectory is more accurate and reduce the risk during the actual deorbiting process.
[0059] In the description of the present application, it should be noted that the orientation or positional relationship indicated by terms such as "upper" and "lower" is based on the orientation or positional relationship shown in the drawings. It is 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, so it cannot be understood as a limitation to the present application. Unless otherwise clearly specified and defined, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. 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 situations.
[0060] It should be noted that in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the said element.
[0061] The above are only specific embodiments of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application will not be limited to these embodiments shown herein, but rather will conform to the broadest scope consistent with the principles and novel features claimed herein.
Claims
1. A constraint structure for the off-orbit attitude of a large-mass vehicle with oblique launch, characterized in that Comprising: A slider group (1), which has two sets and is respectively located at the front and rear ends of the center of mass of the aircraft (3) in the horizontal plane where the center of mass is located. The distance between the two sets of slider groups (1) is within the target distance range. Each set of slider groups (1) includes two sliders (11), which are symmetrically fixed on both side walls of the aircraft (3). The angle between the windward side of the slider (11) and the side wall of the aircraft (3) is an acute angle; Two guide rails (2), which are arranged on the launch rack and respectively correspond to the two sliders (11) on the same side wall of the aircraft (3), and the contact area between the slider (11) and the guide rail (2) is larger than the preset area.
2. The constraint structure for the off-orbit attitude of an inclined-launch large-mass aircraft as described in claim 1, characterized in that, The slider (11) is of a trapezoidal structure, and its inclined surface (111) is the windward side. The lower bottom surface (112) of the trapezoidal structure is fixed on the side wall of the aircraft (3), and the trapezoidal structure is in sliding contact with the guide rail (2).
3. The constraint structure for the off-orbit attitude of an inclined-launch large-mass aircraft as described in claim 2, wherein The distance between the two bottom surfaces of the trapezoidal structure is greater than the preset distance, and there is no contact between the guide rail (2) and the side wall of the aircraft (3).
4. The constraint structure for the off-orbit attitude of the large-mass vehicle with oblique launch as described in claim 1, characterized in that A lubricant is applied between the slider (11) and the guide rail (2).
5. The constraint structure for the off-orbit attitude of a large-mass vehicle with oblique launch as claimed in claim 1, wherein A heat protection coating (31) is provided on the side wall of the aircraft (3), and the two sets of slider groups (1) are respectively arranged at the front and rear ends of the heat protection coating (31).
6. The constraint structure for the off-orbit attitude of a large-mass vehicle with oblique launch according to claim 5, characterized in that, A heat protection cover plate (4) is provided on the side wall of the aircraft (3). The heat protection cover plate (4) is spliced with the heat protection coating (31) into one body. The heat protection cover plate (4) has a notch, and the slider (11) extends out from the notch.
7. A deorbiting method for a deorbiting attitude of an inclined-launch large-mass aircraft based on the constraint structure according to any one of claims 1-6, characterized in that, Comprising: Install the two sets of slider groups (1) at the front and rear ends of the center of mass of the aircraft (3) in the horizontal plane where the center of mass is located respectively, and the distance between the two sets of slider groups (1) is within the target distance range; Connect the installed aircraft (3) to the guide rail (2) of the launch rack through the slider group (1); Control the aircraft (3) to slide on the guide rail (2) along the preset off-rail trajectory under the action of thrust until the two sets of slider groups (1) are successively separated from the guide rail (2).
8. The derailment method according to claim 7, characterized in that, Determine the target distance range according to the radial length of the aircraft (3).
9. The derailment method according to claim 7, characterized in that The steps for determining the preset motion trajectory include: Based on the mass, center of mass, thrust change curve of the aircraft (3) and the fulcrum position of the slider (11), construct a dynamic model for the aircraft (3) to leave the orbit; Input the stiffness modal data of the aircraft (3), the mass deviation of the aircraft (3), the center of mass deviation, the fulcrum position deviation of the slider (11), the thrust deviation and the stiffness damping deviation into the dynamic model for the aircraft (3) to leave the orbit. By analyzing the off-rail attitude of the aircraft (3) under various working conditions, obtain the preset off-rail trajectory of the aircraft (3).
10. The derailment method according to claim 9, characterized in that The Monte Carlo method is used to analyze the off-rail attitude of the aircraft (3) under various working conditions.