Elevator and full-motion empennage integrated control method and device

Abstract

The invention discloses an elevator and full-motion empennage integrated control method and device, and relates to the field of transonic aircrafts, and the method comprises the steps: obtaining a critical Mach number, a first Mach number interval and a second Mach number interval of a target aircraft; acquiring a target steerage-effect ratio of an elevator to a full-moving empennage of the target aircraft in a preset Mach number range; when the speed of the target aircraft is in the first Mach number interval and is controlled by an elevator, determining a target rudder deflection angle of the full-motion empennage based on the target rudder-effect ratio; when the speed of the target aircraft is in the second Mach number interval and is in full-motion empennage control, determining a target rudder deflection angle of the elevator based on the target rudder-effect ratio; and according to the all-moving empennage target rudder deflection angle or the elevator target rudder deflection angle, the target aircraft is controlled to be switched between elevator control and all-moving empennage control. The problem that in the prior art, the control precision of an all-moving empennage is reduced at the subsonic speed or the maneuverability of an elevator is insufficient at the transonic speed can be solved, and the flight control performance of an aircraft is improved.

Description

Technical Field

[0001] This application relates to the technical field of transonic aircraft, and particularly to an integrated control method and device for an elevator and a full-movable tail fin. Background Art

[0002] A target drone is a special powered unmanned aircraft that can participate in various verification tests as an air mobile target. A target drone capable of flying above Mach 1 and below Mach 1 is called a transonic target drone.

[0003] The tail fins of existing transonic target drones are all single control surfaces. When the elevator is used as the control surface of a transonic target drone, when the flight speed is greater than the critical Mach number, the elevator effectiveness drops severely, and the longitudinal static stability increases, which may cause the elevator to fail to meet the maneuverability requirements for target supply. When the full-movable tail fin is used as the control surface of a transonic target drone, when the flight speed is less than the critical Mach number, the effectiveness of the full-movable tail fin is too large, resulting in a decrease in flight control accuracy and an increase in the force on the control surface structure.

[0004] Therefore, there is an urgent need for an integrated control method for an elevator and a full-movable tail fin to solve the problems of reduced control accuracy of the full-movable tail fin at subsonic speeds or insufficient maneuverability of the elevator at transonic speeds. Summary of the Invention

[0005] Embodiments of this application provide an integrated control method and device for an elevator and a full-movable tail fin, which solve the problems of reduced control accuracy of the full-movable tail fin at subsonic speeds or insufficient maneuverability of the elevator at transonic speeds in the prior art, and improve the flight control performance of the aircraft.

[0006] In a first aspect, embodiments of this application provide an integrated control method for an elevator and a full-movable tail fin, which is applied to an aircraft integrating an elevator and a full-movable tail fin on the same tail fin, and includes: Obtain the critical Mach number, the first Mach number range, and the second Mach number range of the target aircraft, where the first Mach number range is the Mach number range less than or equal to the critical Mach number, and the second Mach number range is the Mach number range greater than the critical Mach number; obtain the target effectiveness ratio of the elevator and the full-movable tail fin of the target aircraft within a preset Mach number range, where the preset Mach number range includes the first Mach number range and the second Mach number range; when the speed of the target aircraft is within the first Mach number range and in the elevator control state, determine the target deflection angle of the full-movable tail fin based on the target effectiveness ratio; when the speed of the target aircraft is within the second Mach number range and in the full-movable tail fin control state, determine the target deflection angle of the elevator based on the target effectiveness ratio; control the target aircraft to switch between elevator control and full-movable tail fin control according to the target deflection angle of the full-movable tail fin or the target deflection angle of the elevator.

[0007] Further, obtaining the target rudder effectiveness ratio of the elevator and the full - moving tail fin within a preset Mach number range includes: determining, according to the elevator rudder effectiveness and the full - moving tail fin rudder effectiveness of the target aircraft, the ratio of the elevator rudder effectiveness to the full - moving tail fin rudder effectiveness at multiple Mach numbers within the preset Mach number range as the initial rudder effectiveness ratio; determining a first ratio result based on the initial rudder effectiveness ratio; increasing the first ratio result corresponding to the first Mach number range by a first preset ratio and decreasing the first ratio result corresponding to the second Mach number range by a second preset ratio to obtain a second ratio result, and taking the second ratio result as the target rudder effectiveness ratio of the elevator and the full - moving tail fin.

[0008] Further, determining a first ratio result based on the initial rudder effectiveness ratio includes: obtaining the initial rudder effectiveness ratio corresponding to different angles of attack at each Mach number, and determining the average value of the initial rudder effectiveness ratios corresponding to different angles of attack at the same Mach number; taking the average value as the rudder effectiveness ratio corresponding to different angles of attack at the same Mach number to obtain a first ratio result.

[0009] Further, when the speed of the target aircraft is within the first Mach number range and in the elevator control state, determining the target deflection angle of the full - moving tail fin based on the target rudder effectiveness ratio includes: when the speed of the target aircraft is within the first Mach number range and in the elevator control state, adjusting the target aircraft to a level flight attitude based on a switching instruction; determining a first rudder effectiveness ratio corresponding to the current Mach number based on the current Mach number and the target rudder effectiveness ratio; determining a first ratio of the deflection angles of the full - moving tail fin and the elevator when the rudder effectiveness is equal based on the first rudder effectiveness ratio; and determining the target deflection angle of the full - moving tail fin based on the first ratio of the deflection angles and the current deflection angle of the elevator.

[0010] When the speed of the target aircraft is within the second Mach number range and in the full - moving tail fin control state, determining the target deflection angle of the elevator based on the target rudder effectiveness ratio includes: when the speed of the target aircraft is within the second Mach number range and in the full - moving tail fin control state, adjusting the target aircraft to a level flight attitude based on a switching instruction; determining a second rudder effectiveness ratio corresponding to the current Mach number based on the current Mach number and the target rudder effectiveness ratio; determining a second ratio of the deflection angles of the full - moving tail fin and the elevator when the rudder effectiveness is equal based on the second rudder effectiveness ratio; and determining the target deflection angle of the elevator based on the second ratio of the deflection angles and the current deflection angle of the full - moving tail fin.

[0011] Further, the method further includes: when switching from elevator control to full - movable tail control, determining a first target deflection rate of the full - movable tail according to a first preset deflection rate of the elevator, a current elevator deflection angle, and a full - movable tail target deflection angle; rotating the elevator back to the zero position at the first preset deflection rate and rotating the full - movable tail to a position corresponding to the full - movable tail target deflection angle at the first target deflection rate; when switching from full - movable tail control to elevator control, determining a second target deflection rate of the elevator according to a second preset deflection rate of the full - movable tail, a current full - movable tail deflection angle, and an elevator target deflection angle; rotating the full - movable tail back to the zero position at the second preset deflection rate and rotating the elevator to a position corresponding to the elevator target deflection angle at the second target deflection rate.

[0012] Further, when switching from elevator control to full - movable tail control, the time taken for the full - movable tail to rotate to a position corresponding to the full - movable tail target deflection angle is less than the time taken for the elevator to rotate back to the zero position; when switching from full - movable tail control to elevator control, the time taken for the elevator to rotate to a position corresponding to the elevator target deflection angle is less than the time taken for the full - movable tail to rotate back to the zero position.

[0013] Further, determining the first target deflection rate of the full - movable tail according to the first preset deflection rate of the elevator, the current elevator deflection angle, and the full - movable tail target deflection angle includes: determining the first target deflection rate according to the first preset deflection rate, the current elevator deflection angle, a first preset adjustment coefficient, and the full - movable tail target deflection angle.

[0014] Determining the second target deflection rate of the elevator according to the second preset deflection rate of the full - movable tail, the current full - movable tail deflection angle, and the elevator target deflection angle includes: determining the second target deflection rate according to the second preset deflection rate, the current full - movable tail deflection angle, a second preset adjustment coefficient, and the elevator target deflection angle.

[0015] Further, when controlling the target aircraft to switch between elevator control and full - movable tail control according to the full - movable tail target deflection angle or the elevator target deflection angle, both the elevator and the full - movable tail rotate at a constant speed.

[0016] Further, obtaining the critical Mach number, the first Mach number interval, and the second Mach number interval of the target aircraft includes: obtaining the lift - Mach number curve, the drag - Mach number curve, and the pitch - moment coefficient - Mach number curve of the target aircraft based on numerical simulation; obtaining multiple sub - critical Mach numbers, multiple first Mach number sub - intervals, and multiple second Mach number sub - intervals respectively based on the slopes of the curves; taking the minimum value of the multiple sub - critical Mach numbers as the critical Mach number of the target aircraft; determining the first Mach number interval based on the union of the multiple first Mach number sub - intervals and the critical Mach number; determining the second Mach number interval based on the union of the multiple second Mach number sub - intervals and the critical Mach number.

[0017] Further, after obtaining the target rudder effectiveness ratio of the elevator and the all-moving tailplane within a preset Mach number range, the method further includes: using the elevator as the control surface, evaluating the flight quality of the target aircraft within the range where the Mach number is less than the critical Mach number to obtain a first flight quality evaluation result; using the all-moving tailplane as the control surface, evaluating the flight quality of the target aircraft within the range where the Mach number is greater than the critical Mach number to obtain a second flight quality evaluation result; and determining that both the first flight quality evaluation result and the second flight quality evaluation result meet the flight quality requirements.

[0018] In a second aspect, an embodiment of the present application provides an integrated control device for an elevator and an all-moving tailplane, which is applied to an aircraft in which the elevator and the all-moving tailplane are integrated on the same tailplane. The device includes: An acquisition module, configured to acquire the critical Mach number, a first Mach number interval, and a second Mach number interval of the target aircraft, where the first Mach number interval is the Mach number interval less than or equal to the critical Mach number, and the second Mach number interval is the Mach number interval greater than the critical Mach number; and is further configured to acquire the target rudder effectiveness ratio of the elevator and the all-moving tailplane within a preset Mach number range, where the preset Mach number range includes the first Mach number interval and the second Mach number interval.

[0019] A determination module, configured to determine the target rudder deflection angle of the all-moving tailplane based on the target rudder effectiveness ratio when the speed of the target aircraft is within the first Mach number interval and in the elevator control state; and determine the target rudder deflection angle of the elevator based on the target rudder effectiveness ratio when the speed of the target aircraft is within the second Mach number interval and in the all-moving tailplane control state.

[0020] A control module, configured to control the target aircraft to switch between elevator control and all-moving tailplane control according to the target rudder deflection angle of the all-moving tailplane or the target rudder deflection angle of the elevator.

[0021] In a third aspect, an embodiment of the present application provides a device, which includes: a processor; a memory for storing executable instructions of the processor; when the processor executes the executable instructions, the method as described in the first aspect or any possible implementation manner of the first aspect is implemented.

[0022] In a fourth aspect, an embodiment of the present application provides a non-volatile computer-readable storage medium, which includes computer programs or instructions for storage. When the computer programs or instructions are executed, the method as described in the first aspect or any possible implementation manner of the first aspect is implemented.

[0023] One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages: In an embodiment of the present application, by obtaining the critical Mach number, the first Mach number range, and the second Mach number range of the target aircraft, the target rudder effectiveness ratio of the elevator and the all-moving tailplane within a preset Mach number range of the target aircraft is obtained. When the speed of the target aircraft is within the first Mach number range and in the elevator control state, the target rudder deflection angle of the all-moving tailplane is determined based on the target rudder effectiveness ratio; when the speed of the target aircraft is within the second Mach number range and in the all-moving tailplane control state, the target rudder deflection angle of the elevator is determined based on the target rudder effectiveness ratio; according to the target rudder deflection angle of the all-moving tailplane or the target rudder deflection angle of the elevator, the target aircraft is controlled to switch between elevator control and all-moving tailplane control, so that the target aircraft can stably switch from elevator control to all-moving tailplane control at subsonic speed and can stably switch from all-moving tailplane control to elevator control at transonic speed, solving the problems of reduced control accuracy of the all-moving tailplane at subsonic speed or insufficient maneuverability of the elevator at transonic speed in the prior art, and improving the flight control performance of the aircraft. Description of the Drawings

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments of the present application or the prior art will be briefly introduced below. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0025] Figure 1 It is a schematic flow chart of the integrated control method of the elevator and the all-moving tailplane provided by the embodiment of the present application; Figure 2 It is a schematic diagram of the change of the pitch angle of the target aircraft over time in Simulation Verification 1; Figure 3 It is a schematic diagram of the change of the angle of attack of the target aircraft over time in Simulation Verification 1; Figure 4 It is a schematic diagram of the change of the elevator rudder deflection angle of the target aircraft over time in Simulation Verification 1; Figure 5 It is a schematic diagram of the change of the all-moving tailplane rudder deflection angle of the target aircraft over time in Simulation Verification 1; Figure 6 It is a schematic diagram of the change of the pitch angle of the target aircraft over time in Simulation Verification 2; Figure 7 It is a schematic diagram of the change of the angle of attack of the target aircraft over time in Simulation Verification 2; Figure 8 It is a schematic diagram of the change of the all-moving tailplane rudder deflection angle of the target aircraft over time in Simulation Verification 2; Figure 9 It is a schematic diagram of the change of the elevator rudder deflection angle of the target aircraft over time in Simulation Verification 2; Figure 10 Schematic diagram of the composition of the elevator and all-moving tail fin integrated control device provided by the embodiment of the present application. Specific embodiments

[0026] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0027] The following explanations are made for some technologies involved in the embodiments of the present application to facilitate understanding. It should be considered that they are only exemplary. Therefore, those of ordinary skill in the art should recognize that various changes and modifications can be made to the embodiments described here without departing from the scope and spirit of the present application. Similarly, for the sake of clarity and conciseness, the descriptions of some well-known functions and structures are omitted below.

[0028] A target drone is a special powered unmanned aerial vehicle that can participate in various verification tests as an air mobile target. A target drone capable of flying above Mach 1 and below Mach 1 is called a transonic target drone.

[0029] The tail fins of existing transonic target drones are all single control surfaces. When the elevator is used as the control surface of a transonic target drone, when the flight speed is greater than the critical Mach number, the elevator control effectiveness drops severely, and the longitudinal static stability increases, which will cause the elevator to fail to meet the maneuverability requirements for target supply. When the all-moving tail fin is used as the control surface of a transonic target drone, when the flight speed is less than the critical Mach number, the all-moving tail fin control effectiveness is too large, resulting in a reduction in flight control accuracy and an increase in the force on the control surface structure.

[0030] Therefore, there is an urgent need for an integrated control method for the elevator and all-moving tail fin to solve the problems of reduced control accuracy of the all-moving tail fin at subsonic speeds or insufficient maneuverability of the elevator at transonic speeds.

[0031] In this background art, the present disclosure provides an integrated control method for the elevator and all-moving tail fin, which can improve the flight control performance of a transonic target drone.

[0032] The execution subject of the integrated control method of the elevator and the all-moving tailplane provided by the embodiments of the present disclosure can be a computer or a server, or can also be other electronic devices with data processing capabilities; or, the execution subject of the method can also be a processor in the above-mentioned electronic device (such as a central processing unit (CPU)); or, the execution subject of the method can also be an application (APP) installed in the above-mentioned electronic device that can implement the functions of the method; or, the execution subject of the method can also be a functional module or unit with the functions of the method in the above-mentioned electronic device, etc. No limitation is imposed on the execution subject of the method herein.

[0033] The integrated control method of the elevator and the all-moving tailplane will be described exemplarily below with reference to the accompanying drawings.

[0034] Figure 1 It is a schematic flow chart of the integrated control method of the elevator and the all-moving tailplane provided by the embodiments of the present application. Among them, Figure 1 It is only an execution order shown in the embodiments of the present application, and does not represent the only execution order of the integrated control method of the elevator and the all-moving tailplane. Under the condition that the final result can be achieved, Figure 1 the steps shown can be executed in parallel or reversed. As Figure 1 shown, the method may include S101 to S104.

[0035] S101. Obtain the critical Mach number, the first Mach number range, and the second Mach number range of the target aircraft.

[0036] Among them, the first Mach number range is the Mach number range less than or equal to the critical Mach number, and the second Mach number range is the Mach number range greater than the critical Mach number.

[0037] Exemplarily, the critical Mach number can be determined according to the self-structural shape and flight performance of the target aircraft. The critical Mach number belongs to the common knowledge in the art and will not be elaborated herein.

[0038] The first Mach number range and the second Mach number range can be directly preset according to the critical Mach number, or can be selected according to the relationship curve between the aerodynamic coefficient of the target aircraft and the Mach number in combination with the critical Mach number, and no limitation is imposed thereon.

[0039] S102. Obtain the target rudder effectiveness ratio of the elevator and the all-moving tailplane of the target aircraft within the preset Mach number range.

[0040] Among them, the preset Mach number range includes the first Mach number range and the second Mach number range.

[0041] Exemplarily, the ratio of the elevator effectiveness to the all-moving tailplane effectiveness of the target aircraft within a preset Mach number range can be calculated to obtain multiple ratio results, and these multiple ratio results can be directly determined as the target effectiveness ratio.

[0042] It can be understood that the elevator effectiveness and the all-moving tailplane effectiveness of the target aircraft within a preset Mach number range can be obtained in advance. The effectiveness can be obtained through numerical simulation (such as CFD (Computational Fluid Dynamics) simulation calculation) combined with the effectiveness calculation formula; the calculation methods for the elevator and all-moving tailplane effectiveness of the aircraft are well-known calculation methods to those skilled in the art and will not be elaborated here.

[0043] In some possible implementation manners, obtaining the target effectiveness ratio of the elevator and the all-moving tailplane of the target aircraft within a preset Mach number range includes S201 to S203.

[0044] S201. Determine the ratio of the elevator effectiveness to the all-moving tailplane effectiveness of the target aircraft at multiple Mach numbers within a preset Mach number range as the initial effectiveness ratio according to the elevator effectiveness and the all-moving tailplane effectiveness of the target aircraft.

[0045] The elevator effectiveness and the all-moving tailplane effectiveness corresponding to multiple Mach numbers can be obtained at a certain angle of attack, and then the ratio of the elevator effectiveness to the all-moving tailplane effectiveness at multiple Mach numbers can be used as the initial effectiveness ratio.

[0046] Although the angle of attack has little influence on the effectiveness, this factor can be ignored during calculation. In specific application scenarios, if higher control accuracy is required, the slight differences brought by this factor can also be considered.

[0047] For example, at multiple Mach numbers and multiple angles of attack, the elevator effectiveness is shown in Table 1, and the all-moving tailplane effectiveness is shown in Table 2. The ratio of the elevator effectiveness to the all-moving tailplane effectiveness at the same Mach number and the same angle of attack can be calculated until all Mach numbers and all angles of attack are traversed, and the initial effectiveness ratio shown in Table 3 is obtained.

[0048] Table 1 Elevator Effectiveness

[0049] Table 2 All-Moving Tailplane Effectiveness

[0050] Table 3 Initial Effectiveness Ratio

[0051] S202. Determine the first ratio result based on the initial effectiveness ratio.

[0052] Exemplarily, the initial rudder effectiveness ratio can be directly determined as the first ratio result, or the initial rudder effectiveness ratio can be numerically processed to obtain the first ratio result.

[0053] In some possible implementation manners, determining the first ratio result based on the initial rudder effectiveness ratio includes: Obtaining the initial rudder effectiveness ratios corresponding to different angles of attack at each Mach number, and determining the average value of the initial rudder effectiveness ratios corresponding to different angles of attack at the same Mach number; using the average value as the rudder effectiveness ratio corresponding to different angles of attack at the same Mach number to obtain the first ratio result.

[0054] Exemplarily, continuing with the above example, the average value of the ratios of the elevator rudder effectiveness to the full-movable tail rudder effectiveness corresponding to different angles of attack at a Mach number of 0.2 can be calculated according to Table 3 first, and this average value is used as the ratio of the elevator rudder effectiveness to the full-movable tail rudder effectiveness corresponding to different angles of attack at a Mach number of 0.2 (i.e., the rudder effectiveness ratio); after performing the same processing on the ratios of the elevator rudder effectiveness to the full-movable tail rudder effectiveness corresponding to different angles of attack at other Mach numbers, the first ratio result as shown in Table 4 can be obtained.

[0055] Table 4 First ratio result

[0056] It can be understood that the first ratio result can also be directly determined as the target rudder effectiveness ratio.

[0057] S203. Raise the first ratio result corresponding to the first Mach number range by a first preset ratio, lower the first ratio result corresponding to the second Mach number range by a second preset ratio to obtain a second ratio result, and use the second ratio result as the target rudder effectiveness ratio of the elevator to the full-movable tail.

[0058] Exemplarily, the first preset ratios corresponding to different Mach numbers can be the same or different, the first preset ratios corresponding to different Mach numbers can be the same or different, the first preset ratio and the second preset ratio can be the same or different, and no restrictions are imposed on this.

[0059] Exemplarily, the magnitudes of the first preset ratio and the second preset ratio corresponding to different Mach numbers can be determined according to the actual situation of the target aircraft, and no restrictions are imposed on the magnitudes of the first preset ratio and the second preset ratio either.

[0060] For example, raising the first ratio result corresponding to the first Mach number range by a first preset ratio and lowering the first ratio result corresponding to the second Mach number range by a second preset ratio, the obtained target rudder effectiveness ratio (i.e., the second ratio result) is as shown in Table 5.

[0061] Table 5 Target rudder effectiveness ratio

[0062] Thus, a certain margin is preset based on the first ratio result to obtain a second ratio result, and the second ratio result is used as the target rudder effectiveness ratio of the elevator and the fully movable tail fin, which can ensure that the rudder effectiveness after the switch of the elevator and the fully movable tail fin is not less than that before the switch.

[0063] S103. When the speed of the target aircraft is within the first Mach number range and in the elevator control state, determine the target rudder deflection angle of the fully movable tail fin based on the target rudder effectiveness ratio; when the speed of the target aircraft is within the second Mach number range and in the fully movable tail fin control state, determine the target rudder deflection angle of the elevator based on the target rudder effectiveness ratio.

[0064] Exemplarily, when determining the target rudder deflection angle of the fully movable tail fin, the corresponding rudder effectiveness ratio can be determined from the target rudder effectiveness ratio according to the current Mach number of the target aircraft, and then the product of the current elevator rudder deflection angle and this rudder effectiveness ratio is calculated to obtain the target rudder deflection angle of the fully movable tail fin; similarly, when determining the target rudder deflection angle of the elevator, the corresponding rudder effectiveness ratio can be determined from the target rudder effectiveness ratio according to the current Mach number of the target aircraft, and then the ratio of the current fully movable tail fin rudder deflection angle and this rudder effectiveness ratio is calculated to obtain the target rudder deflection angle of the elevator.

[0065] It can be understood that the target rudder deflection angle of the fully movable tail fin is used to subsequently switch the elevator control to the fully movable tail fin control based on the target rudder deflection angle of the fully movable tail fin, and the target rudder deflection angle of the elevator is used to subsequently switch the fully movable tail fin control to the elevator control based on the target rudder deflection angle of the elevator.

[0066] Specifically, when the speed of the target aircraft is within the first Mach number range and in the elevator control state, determining the target rudder deflection angle of the fully movable tail fin based on the target rudder effectiveness ratio includes: When the speed of the target aircraft is within the first Mach number range and in the elevator control state, adjust the target aircraft to a level flight attitude based on the switching instruction; determine the first rudder effectiveness ratio corresponding to the current Mach number based on the current Mach number and the target rudder effectiveness ratio; determine the first ratio of the rudder deflection angles of the fully movable tail fin and the elevator at equal rudder effectiveness based on the first rudder effectiveness ratio; determine the target rudder deflection angle of the fully movable tail fin based on the first ratio of the rudder deflection angles and the current elevator rudder deflection angle.

[0067] For example, taking the target rudder effectiveness ratio as shown in Table 5 and the current speed of the target aircraft being 0.85 Mach as an example, when determining the target deflection angle of the all-moving tail fin, the target aircraft can first be adjusted to a level flight attitude so that the target aircraft is in stable flight. The current elevator deflection angle is 1 degree. Then, using the interpolation method, the first rudder effectiveness ratio corresponding to a Mach number of 0.85 Mach is calculated as 1 / 2 + ((1 / 2 - 1 / 2) × (0.85 - 0.8)) / (0.9 - 0.8) = 1 / 2. The first rudder effectiveness ratio is used as the ratio of the first deflection angle of the all-moving tail fin to the elevator at equal rudder effectiveness (i.e., the first deflection angle ratio is determined to be 1 / 2). Then, calculate the product of the current elevator deflection angle (i.e., 1 degree) and the first deflection angle ratio (i.e., 1 / 2), and the target deflection angle of the all-moving tail fin is obtained as 0.5 degrees.

[0068] When the speed of the target aircraft is in the second Mach number range and in the all-moving tail fin control state, determining the target deflection angle of the elevator based on the target rudder effectiveness ratio includes: When the speed of the target aircraft is in the second Mach number range and in the all-moving tail fin control state, adjust the target aircraft to a level flight attitude based on the switching instruction; determine the second rudder effectiveness ratio corresponding to the current Mach number based on the current Mach number and the target rudder effectiveness ratio; determine the ratio of the second deflection angle of the all-moving tail fin to the elevator at equal rudder effectiveness based on the second rudder effectiveness ratio; determine the target deflection angle of the elevator based on the ratio of the second deflection angles and the current deflection angle of the all-moving tail fin.

[0069] For example, taking multiple target rudder effectiveness ratios as shown in Table 5 and the current speed of the target aircraft being 0.95 Mach as an example, when determining the target deflection angle of the elevator, the target aircraft can first be adjusted to a level flight attitude so that the target aircraft is in stable flight. The current deflection angle of the all-moving tail fin is 1 degree. Then, using the interpolation method, the second rudder effectiveness ratio corresponding to a Mach number of 0.95 Mach is calculated as 1 / 2 + ((4 / 9 - 1 / 2) × (0.95 - 0.9)) / (1.05 - 0.9) = 13 / 27. The second rudder effectiveness ratio is used as the ratio of the second deflection angle of the all-moving tail fin to the elevator at equal rudder effectiveness (i.e., the ratio of the second deflection angles is determined to be 13 / 27). Then, calculate the ratio of the current deflection angle of the all-moving tail fin (i.e., 1 degree) to the second deflection angle ratio (i.e., 13 / 27), and the target deflection angle of the elevator is obtained as 2.077 degrees.

[0070] In this way, the target deflection angle of the all-moving tail fin or the target deflection angle of the elevator can be determined when the target aircraft is in a level flight attitude, making the subsequent switching between elevator control and all-moving tail fin control of the target aircraft more stable and ensuring the flight safety of the target aircraft.

[0071] S104. Control the target aircraft to switch between elevator control and all-moving tail fin control according to the target deflection angle of the all-moving tail fin or the target deflection angle of the elevator.

[0072] Exemplarily, after obtaining the target rudder deflection angle of the all-moving tail fin, the target aircraft can be controlled to switch from elevator control to all-moving tail fin control, rotate the elevator back to the zero position, and rotate the all-moving tail fin to the position corresponding to the target rudder deflection angle of the all-moving tail fin; after obtaining the target rudder deflection angle of the elevator, the target aircraft can be controlled to switch from all-moving tail fin control to elevator control, rotate the all-moving tail fin back to the zero position, and rotate the elevator to the position corresponding to the target rudder deflection angle of the elevator, thus completing the switching of the control surfaces of the target UAV.

[0073] In some possible implementation manners, when controlling the target aircraft to switch between elevator control and all-moving tail fin control according to the target rudder deflection angle of the all-moving tail fin or the target rudder deflection angle of the elevator, both the elevator and the all-moving tail fin rotate at a constant speed. This can reduce the safety risk of the target aircraft as much as possible when the control surfaces are switched.

[0074] In the embodiments of the present application, by obtaining the critical Mach number, the first Mach number range, and the second Mach number range of the target aircraft, and obtaining the target rudder effectiveness ratio between the elevator and the all-moving tail fin within the preset Mach number range, when the speed of the target aircraft is within the first Mach number range and in the elevator control state, the target rudder deflection angle of the all-moving tail fin is determined based on the target rudder effectiveness ratio; when the speed of the target aircraft is within the second Mach number range and in the all-moving tail fin control state, the target rudder deflection angle of the elevator is determined based on the target rudder effectiveness ratio; and according to the target rudder deflection angle of the all-moving tail fin or the target rudder deflection angle of the elevator, the target aircraft is controlled to switch between elevator control and all-moving tail fin control, so that the target aircraft can be stably switched from elevator control to all-moving tail fin control at subsonic speed and can be stably switched from all-moving tail fin control to elevator control at transonic speed, solving the problems of reduced control accuracy of the all-moving tail fin at subsonic speed or insufficient maneuverability of the elevator at transonic speed in the prior art, and improving the flight control performance of the aircraft.

[0075] In some possible implementation manners, when switching from elevator control to all-moving tail fin control, the time taken for the all-moving tail fin to rotate to the position corresponding to the target rudder deflection angle of the all-moving tail fin is less than the time taken for the elevator to rotate back to the zero position; when switching from all-moving tail fin control to elevator control, the time taken for the elevator to rotate to the position corresponding to the target rudder deflection angle of the elevator is less than the time taken for the all-moving tail fin to rotate back to the zero position.

[0076] It should be noted that considering that the elevator and the all-moving tail fin are deflected and adjusted simultaneously, the rudder effectiveness of the elevator will be weakened when the all-moving tail fin is deflected. Therefore, making the time taken for the all-moving tail fin to rotate to the expected position less than the time taken for the elevator to rotate back to the zero position can reduce the weakening of the rudder effectiveness of the elevator; making the time taken for the elevator to rotate to the expected position less than the time taken for the all-moving tail fin to rotate back to the zero position can reduce the weakening of the rudder effectiveness of the elevator.

[0077] In some embodiments, the method may further include: When switching from elevator control to full - moving tail - wing control, determine the first target deflection rate of the full - moving tail - wing according to the first preset deflection rate of the elevator, the current elevator deflection angle, and the full - moving tail - wing target deflection angle; rotate the elevator back to the zero position at the first preset deflection rate, and rotate the full - moving tail - wing to the position corresponding to the full - moving tail - wing target deflection angle at the first target deflection rate.

[0078] When switching from elevator control to full - moving tail - wing control, determine the second target deflection rate of the elevator according to the second preset deflection rate of the full - moving tail - wing, the current full - moving tail - wing deflection angle, and the elevator target deflection angle; rotate the full - moving tail - wing back to the zero position at the second preset deflection rate, and rotate the elevator to the position corresponding to the elevator target deflection angle at the second target deflection rate.

[0079] Exemplarily, first calculate the ratio of the current elevator deflection angle to the first preset deflection rate, and then calculate the ratio of the full - moving tail - wing target deflection angle to this ratio to obtain the first target deflection rate.

[0080] For example, taking the current elevator deflection angle as 1 degree, the first preset deflection rate as 1 degree / second, and the full - moving tail - wing target deflection angle as 0.5 degree as an example, calculate the ratio of the current elevator deflection angle to the first preset deflection rate as 1 / 1 = 1 second, and calculate the ratio of the full - moving tail - wing target deflection angle to this ratio as 0.5 / 1 = 0.5 degree / second, which is the first target deflection rate.

[0081] Exemplarily, first calculate the ratio of the current full - moving tail - wing deflection angle to the second preset deflection rate, and then calculate the ratio of the elevator target deflection angle to this ratio to obtain the second target deflection rate.

[0082] For example, taking the current full - moving tail - wing deflection angle as 1 degree, the second preset deflection rate as 1 degree / second, and the elevator target deflection angle as 2.077 degrees as an example, calculate the ratio of the current full - moving tail - wing deflection angle to the second preset deflection rate as 1 / 1 = 1 second, and calculate the ratio of the elevator target deflection angle to this ratio as 2.077 / 1 = 2.077 degrees / second, which is the second target deflection rate.

[0083] In this way, the synchronization of the elevator and the full - moving tail - wing can be accurately achieved to reach the expected position.

[0084] Further, determining the first target deflection rate of the full - moving tail - wing according to the first preset deflection rate of the elevator, the current elevator deflection angle, and the full - moving tail - wing target deflection angle includes: Determine the first target deflection rate according to the first preset deflection rate, the current elevator deflection angle, the first preset adjustment coefficient, and the full - moving tail - wing target deflection angle.

[0085] Determining the second target deflection rate of the elevator based on the second preset deflection rate of the fully movable tail fin, the current rudder deflection angle of the fully movable tail fin, and the target rudder deflection angle of the elevator includes: Determine the second target deflection rate according to the second preset deflection rate, the current rudder deflection angle of the fully movable tail fin, the second preset adjustment coefficient, and the target rudder deflection angle of the elevator.

[0086] Exemplarily, the first preset adjustment coefficient and the second preset adjustment coefficient may be the same or different, and there is no limitation on this.

[0087] It should be noted that considering that the elevator and the fully movable tail fin are deflected and adjusted simultaneously, the deflection of the fully movable tail fin will weaken the rudder effect of the elevator. Therefore, setting the first preset adjustment coefficient and the second preset adjustment coefficient can increase the deflection rate of the fully movable tail fin when switching from elevator control to fully movable tail fin control, and increase the deflection rate of the elevator when switching from fully movable tail fin control to elevator control, thereby reducing the weakening of the rudder effect of the elevator.

[0088] Exemplarily, the ratio of the current rudder deflection angle of the elevator to the first preset deflection rate can be calculated first, then the product of the ratio and the first preset adjustment coefficient can be calculated, and then the ratio of the target rudder deflection angle of the fully movable tail fin to the product can be calculated to obtain the first target deflection rate.

[0089] For example, taking the current rudder deflection angle of the elevator as 1 degree, the first preset deflection rate as 1 degree / second, the first preset adjustment coefficient as 0.9, and the target rudder deflection angle of the fully movable tail fin as 0.5 degree as an example, the ratio of the current rudder deflection angle of the elevator to the first preset deflection rate can be calculated as 1 / 1 = 1 second, then the product of the ratio and the first preset adjustment coefficient can be calculated as 1×0.9 = 0.9 second, and then the ratio of the target rudder deflection angle of the fully movable tail fin to the product can be calculated as 0.5 / 0.9 = 0.556 degree / second, which is the first target deflection rate.

[0090] Exemplarily, the ratio of the current rudder deflection angle of the fully movable tail fin to the second preset deflection rate can be calculated first, then the product of the ratio and the second preset adjustment coefficient can be calculated, and then the ratio of the target rudder deflection angle of the elevator to the product can be calculated to obtain the second target deflection rate.

[0091] For example, taking the current rudder deflection angle of the fully movable tail fin as 1 degree, the second preset deflection rate as 1 degree / second, the second preset adjustment coefficient as 0.9, and the target rudder deflection angle of the elevator as 2.077 degrees as an example, the ratio of the current rudder deflection angle of the fully movable tail fin to the second preset deflection rate can be calculated as 1 / 1 = 1 second, then the product of the ratio and the second preset adjustment coefficient can be calculated as 1×0.9 = 0.9 second, and then the ratio of the target rudder deflection angle of the elevator to the product can be calculated as 2.077 / 0.9 = 2.308 degree / second, which is the second target deflection rate.

[0092] In this way, by setting the first preset adjustment coefficient and the second preset adjustment coefficient, the deflection rate of the all-moving tail fin can be increased when the control surface switches from the elevator to the all-moving tail fin, and the deflection rate of the elevator can be increased when the control surface switches from the all-moving tail fin to the elevator, reducing the weakening of the elevator effectiveness when the all-moving tail fin deflects.

[0093] In some possible implementation manners, obtaining the critical Mach number, the first Mach number interval, and the second Mach number interval of the target aircraft includes: Based on numerical simulation, obtain the lift-Mach number curve, drag-Mach number curve, and pitch moment coefficient-Mach number curve of the target aircraft; respectively obtain multiple sub-critical Mach numbers, multiple first Mach number sub-intervals, and multiple second Mach number sub-intervals based on the slopes of the respective curves; take the minimum value among the multiple sub-critical Mach numbers as the critical Mach number of the target aircraft; determine the first Mach number interval based on the union of the multiple first Mach number sub-intervals and the critical Mach number; determine the second Mach number interval based on the union of the multiple second Mach number sub-intervals and the critical Mach number.

[0094] Exemplarily, the numerical simulation can be a CFD simulation.

[0095] Exemplarily, the aerodynamic coefficients of the target aircraft can include lift coefficient, drag coefficient, pitch moment coefficient, yaw moment coefficient, roll moment coefficient, etc., which can be calculated based on the reference length, reference area, and reference center of gravity position of the target aircraft. The calculation method is well-known to those skilled in the art and will not be elaborated here. The relationship curve between the aerodynamic coefficients of the target aircraft and the Mach number can be calculated through CFD simulation. The calculation method is well-known to those skilled in the art and will not be elaborated here either.

[0096] Exemplarily, the intersection of the union of the multiple first Mach number sub-intervals and the Mach number range less than or equal to the critical Mach number can be determined as the first Mach number interval; the intersection of the union of the multiple second Mach number sub-intervals and the Mach number range greater than the critical Mach number can be determined as the second Mach number interval.

[0097] In this way, the critical Mach number, the first Mach number interval, and the second Mach number interval can be accurately determined.

[0098] In some possible embodiments, after obtaining the target effectiveness ratio of the elevator and the all-moving tail fin of the target aircraft within the preset Mach number range, the method further includes: Using the elevator as the control surface, within the range where the Mach number is less than the critical Mach number, the flight quality of the target aircraft is evaluated to obtain the first flight quality evaluation result; using the full-moving tailplane as the control surface, within the range where the Mach number is greater than the critical Mach number, the flight quality of the target aircraft is evaluated to obtain the second flight quality evaluation result; it is determined that both the first flight quality evaluation result and the second flight quality evaluation result meet the flight quality requirements.

[0099] It can be understood that using the elevator as the control surface means that the target aircraft is under elevator control; using the full-moving tailplane as the control surface means that the target aircraft is under full-moving tailplane control.

[0100] Exemplarily, according to the design speed range of the target aircraft, multiple Mach numbers can be selected, and numerical simulation is carried out with the elevator or the full-moving tailplane as the control surface respectively to determine the calculation results of the short-period mode and the long-period mode of the target aircraft.

[0101] It should be noted that the calculation methods of the short-period mode and the long-period mode are well-known prior arts to those skilled in the art and will not be elaborated here.

[0102] When the Mach number of the target aircraft is less than the critical Mach number, the elevator is used as the control surface, the full-moving tailplane returns to its original position and is locked, and the elevator is used for force and moment trimming. The calculation results of the short-period mode and the long-period mode of the target aircraft are shown in Table 6 and Table 7 below.

[0103] Table 6 Short-period mode under elevator control

[0104] Table 7 Long-period mode under elevator control

[0105] When the Mach number of the target aircraft is greater than the critical Mach number, the full-moving tailplane is used as the control surface, the elevator returns to its original position and is locked, and the full-moving tailplane is used for force and moment trimming. The calculation results of the short-period mode and the long-period mode of the target aircraft are shown in Table 8 and Table 9 below.

[0106] Table 8 Short-period mode under full-moving tailplane control

[0107] Table 9 Long-period mode under full-moving tailplane control

[0108] As can be seen from the above, when the elevator and the all-moving tailplane of the target aircraft are integrated on the same tailplane, within the designed speed range, the short-period mode flight quality level is above level 2, and the long-period mode flight quality level is above level 1, indicating that the target aircraft can meet the flight quality requirements.

[0109] In this embodiment, by separately evaluating the flight quality of the elevator and the all-moving tailplane, it is determined that the target aircraft meets the flight quality requirements, which can ensure the accuracy of subsequent calculations.

[0110] Simulation Verification 1 When the current speed of the target aircraft is in the first Mach number range (taking 0.8 - 0.9 as an example) and the current control surface is the elevator, the control surface needs to be switched from the elevator to the all-moving tailplane. First, keep the target aircraft in a level flight attitude at the current speed and fly stably (i.e., the speed, altitude, and pitch angle curves no longer fluctuate). According to the current elevator deflection angle of 1.3 degrees, the target control effectiveness ratio is as shown in Table 6. The current speed of the target aircraft is 0.87 Mach, and the current angle of attack of the target aircraft is 2.2 degrees. It can be determined that the target deflection angle of the all-moving tailplane is 1.3×1 / 2 = 0.65 degrees; the first preset deflection rate is 1.5 degrees / second, and the first preset adjustment coefficient is 0.9. Rotate the elevator back to the zero position at the first preset deflection rate, and rotate the all-moving tailplane to the position corresponding to the target deflection angle of the all-moving tailplane at the first target deflection rate.

[0111] During the control surface switching process, the changes of the pitch angle, angle of attack, elevator deflection angle, and all-moving tailplane deflection angle of the target aircraft with time are respectively as Figures 2 to 5 shown. The unit of the vertical axis is degrees, and the unit of the horizontal axis is milliseconds.

[0112] Reference Figures 2 to 3 , it can be seen that during the process of switching the control surface from the elevator to the all-moving tailplane, the pitch angle and angle of attack of the target aircraft will fluctuate within a controllable range in the middle and early stages, and then the target aircraft can be in a stable level flight state.

[0113] Simulation Verification 2 When the current speed of the target aircraft is in the second Mach number range (taking 1.05 - 1.2 as an example) and the current control surface is the full - moving tail fin, the control surface needs to be switched from the full - moving tail fin to the elevator. First, keep the target aircraft in a level flight attitude at the current speed and fly stably (i.e., the curves of speed, altitude, and pitch angle no longer fluctuate). According to the current full - moving tail fin deflection angle of 1.5 degrees, the target rudder effectiveness ratio is as shown in Table 6, the current speed of the target aircraft is 1.1 Mach, and the current angle of attack of the target aircraft is 0.9 degrees. It can be determined that the target deflection angle of the elevator is 1.5 / (4 / 9) = 3.375 degrees; the second preset adjustment rate is 1.5 degrees / second, and the second preset adjustment coefficient is 0.9. The full - moving tail fin will be rotated back to the zero position at the second preset deflection rate, and the elevator will be rotated to the position corresponding to the target deflection angle of the elevator at the second target deflection rate.

[0114] During the control surface switching process, the changes of the pitch angle, angle of attack, full - moving tail fin deflection angle, and elevator deflection angle of the target aircraft with time are respectively as Figures 6 to 9 shown. The unit of the vertical axis is degrees, and the unit of the horizontal axis is milliseconds.

[0115] Refer to Figures 6 to 9 , it can be seen that during the process of switching the control surface from the full - moving tail fin to the elevator, the pitch angle and angle of attack of the target aircraft will have slight fluctuations within a controllable range, and then the target aircraft can be in a stable level flight state.

[0116] In summary, it can be seen that the integrated control method of the elevator and the full - moving tail fin of the present application can realize the mutual switching of the elevator and the full - moving tail fin on the basis of ensuring flight safety.

[0117] Although the present application provides method operation steps such as in the embodiments or flowcharts, based on routine or non - creative labor, there may be more or fewer operation steps. The order of steps listed in this embodiment is only one way among the execution orders of numerous steps and does not represent the only execution order. When the actual device or client product is executed, it can be executed in the order of the method shown in this embodiment or the drawings or executed in parallel (for example, in an environment of parallel processors or multi - threaded processing).

[0118] As Figure 10 shown, the embodiment of the present application also provides an integrated control device for the elevator and the full - moving tail fin, which can be applied to an aircraft integrating the elevator and the full - moving tail fin on the same tail fin. The device includes: An acquisition module 1001 is configured to acquire the critical Mach number, a first Mach number range, and a second Mach number range of a target aircraft, where the first Mach number range is a Mach number range less than or equal to the critical Mach number, and the second Mach number range is a Mach number range greater than the critical Mach number; and is further configured to acquire a target rudder effectiveness ratio of an elevator and a full-moving tailplane of the target aircraft within a preset Mach number range, where the preset Mach number range includes the first Mach number range and the second Mach number range.

[0119] A determination module 1002 is configured to determine a target rudder deflection angle of the full-moving tailplane based on the target rudder effectiveness ratio when the speed of the target aircraft is within the first Mach number range and in an elevator control state; and determine a target rudder deflection angle of the elevator based on the target rudder effectiveness ratio when the speed of the target aircraft is within the second Mach number range and in a full-moving tailplane control state.

[0120] A control module 1003 is configured to control the target aircraft to switch between elevator control and full-moving tailplane control according to the target rudder deflection angle of the full-moving tailplane or the target rudder deflection angle of the elevator.

[0121] The beneficial effects and specific implementation manners of the embodiments of this device may refer to the foregoing method embodiments, and will not be elaborated herein.

[0122] Some modules in the device described in this application may be described in a general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, classes, etc. that perform specific tasks or implement specific abstract data types. This application may also be practiced in a distributed computing environment where tasks are performed by remote processing devices connected through a communication network. In a distributed computing environment, program modules may be located in local and remote computer storage media including storage devices.

[0123] The device or module illustrated in the foregoing application embodiments may be specifically implemented by a computer chip or entity, or by a product with certain functions. For convenience of description, the above device is described by dividing it into various modules according to functions. When implementing the embodiments of this application, the functions of each module may be implemented in one or more software and / or hardware. Of course, a module implementing a certain function may also be implemented by combining multiple sub-modules or sub-units.

[0124] The methods, devices or modules described in this application can be implemented in the form of computer-readable program code. The controller can be implemented in any suitable manner. For example, the controller can take the form of, for example, a microprocessor or a processor, and a computer-readable medium that stores computer-readable program code (such as software or firmware) executable by the (micro)processor, logic gates, switches, application specific integrated circuit (ASIC), programmable logic controller, and embedded microcontroller. Examples of the controller include, but are not limited to, the following microcontrollers: ARC 625D, Atmel AT91SAM, Microchip PIC18F26K20, and Silicone Labs C8051F320. The memory controller can also be implemented as part of the control logic of the memory. Those skilled in the art also know that in addition to implementing the controller in the form of pure computer-readable program code, the method steps can be logically programmed to enable the controller to be implemented in the form of logic gates, switches, application specific integrated circuits, programmable logic controllers, and embedded microcontrollers to achieve the same function. Therefore, such a controller can be considered a hardware component, and the devices included therein for implementing various functions can also be regarded as the structures within the hardware component. Or even, the devices for implementing various functions can be regarded as either software modules for implementing the method or the structures within the hardware component.

[0125] The embodiments of this application also provide a device, which includes: a processor; a memory for storing instructions executable by the processor; when the processor executes the executable instructions, the methods described in the embodiments of this application are implemented.

[0126] The embodiments of this application also provide a non-volatile computer-readable storage medium, on which a computer program or instructions are stored. When the computer program or instructions are executed, the methods described in the embodiments of this application are implemented.

[0127] In addition, in each embodiment of the present invention, the functional modules can be integrated into one processing module, or each module can exist alone, or two or more modules can be integrated into one module.

[0128] The above storage medium includes, but is not limited to, random access memory (RAM), read-only memory (ROM), cache, hard disk drive (HDD), or memory card. The memory can be used to store computer program instructions.

[0129] From the description of the above embodiments, those skilled in the art can clearly understand that the present application can be implemented by means of software plus necessary hardware. Based on such an understanding, the technical solution of the present application, in essence, or the part that makes contributions to the prior art, can be embodied in the form of a software product, or can also be embodied in the implementation process of data migration. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to enable a computer device (which can be a personal computer, a mobile terminal, a server, or a network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments of the present application.

[0130] The various embodiments in this specification are described in a progressive manner. For the same or similar parts between the various embodiments, reference can be made to each other. The key point of each embodiment is to illustrate the differences from other embodiments. All or part of the present application can be used in many general or special computer system environments or configurations. For example: personal computers, server computers, handheld devices or portable devices, tablet devices, mobile communication terminals, multi-processor systems, microprocessor-based systems, programmable electronic devices, network PCs, minicomputers, mainframe computers, distributed computing environments including any of the above systems or devices, and so on.

[0131] The above embodiments are only used to illustrate the technical solutions of the present application, rather than limiting the present application; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the present application.

Claims

1. An integrated control method for an elevator and a fully - movable tailplane, which is applied to an aircraft integrating the elevator and the fully - movable tailplane on the same tailplane, is characterized in that The method includes: Obtaining the critical Mach number, the first Mach number range, and the second Mach number range of the target aircraft, where the first Mach number range is the Mach number range less than or equal to the critical Mach number, and the second Mach number range is the Mach number range greater than the critical Mach number; Obtaining the target rudder effectiveness ratio of the elevator and the all-moving tailplane of the target aircraft within a preset Mach number range, where the preset Mach number range includes the first Mach number range and the second Mach number range; When the speed of the target aircraft is within the first Mach number range and in the elevator control state, determining the target rudder deflection angle of the all-moving tailplane based on the target rudder effectiveness ratio; When the speed of the target aircraft is within the second Mach number range and in the all-moving tailplane control state, determining the target rudder deflection angle of the elevator based on the target rudder effectiveness ratio; Controlling the target aircraft to switch between elevator control and all-moving tailplane control according to the target rudder deflection angle of the all-moving tailplane or the target rudder deflection angle of the elevator.

2. The method according to claim 1, wherein The obtaining the target rudder effectiveness ratio of the elevator and the all-moving tailplane of the target aircraft within a preset Mach number range includes: Determining the ratio of the elevator rudder effectiveness to the all-moving tailplane rudder effectiveness at multiple Mach numbers within the preset Mach number range of the target aircraft as the initial rudder effectiveness ratio according to the elevator rudder effectiveness and the all-moving tailplane rudder effectiveness of the target aircraft; Determining a first ratio result based on the initial rudder effectiveness ratio; Increasing the first ratio result corresponding to the first Mach number range by a first preset ratio and decreasing the first ratio result corresponding to the second Mach number range by a second preset ratio to obtain a second ratio result, and using the second ratio result as the target rudder effectiveness ratio of the elevator and the all-moving tailplane.

3. The method according to claim 2, wherein The determining a first ratio result based on the initial rudder effectiveness ratio includes: Obtaining the initial rudder effectiveness ratios corresponding to different angles of attack at each Mach number, and determining the average value of the initial rudder effectiveness ratios corresponding to different angles of attack at the same Mach number; using the average value as the rudder effectiveness ratio corresponding to different angles of attack at the same Mach number to obtain the first ratio result.

4. The method according to claim 1, wherein The when the speed of the target aircraft is within the first Mach number range and in the elevator control state, determining the target rudder deflection angle of the all-moving tailplane based on the target rudder effectiveness ratio includes: When the speed of the target aircraft is within the first Mach number range and in the elevator control state, adjusting the target aircraft to a level flight attitude based on a switching instruction; Determining a first rudder effectiveness ratio corresponding to the current Mach number based on the current Mach number and the target rudder effectiveness ratio; Determining a first ratio of the rudder deflection angles of the all-moving tailplane and the elevator when the rudder effectiveness is equal based on the first rudder effectiveness ratio; Determining the target rudder deflection angle of the all-moving tailplane based on the first ratio of the rudder deflection angles and the current elevator rudder deflection angle; The when the speed of the target aircraft is within the second Mach number range and in the all-moving tailplane control state, determining the target rudder deflection angle of the elevator based on the target rudder effectiveness ratio includes: When the speed of the target aircraft is within the second Mach number range and in the all-moving tailplane control state, adjusting the target aircraft to a level flight attitude based on a switching instruction; Determining a second rudder effectiveness ratio corresponding to the current Mach number based on the current Mach number and the target rudder effectiveness ratio; Based on the second rudder effectiveness ratio, determine the ratio of the second rudder deflection angles of the all-moving tail fin and the elevator when the rudder effectiveness is equal; Based on the ratio of the second rudder deflection angles and the current all-moving tail fin rudder deflection angle, determine the target rudder deflection angle of the elevator.

5. The method according to claim 1, wherein The method further includes: When switching from elevator control to all-moving tail fin control, determine the first target deflection rate of the all-moving tail fin according to the first preset deflection rate of the elevator, the current elevator rudder deflection angle, and the target rudder deflection angle of the all-moving tail fin; rotate the elevator back to the zero position at the first preset deflection rate, and rotate the all-moving tail fin to the position corresponding to the target rudder deflection angle of the all-moving tail fin at the first target deflection rate; When switching from all-moving tail fin control to elevator control, determine the second target deflection rate of the elevator according to the second preset deflection rate of the all-moving tail fin, the current all-moving tail fin rudder deflection angle, and the target rudder deflection angle of the elevator; rotate the all-moving tail fin back to the zero position at the second preset deflection rate, and rotate the elevator to the position corresponding to the target rudder deflection angle of the elevator at the second target deflection rate.

6. The method according to claim 1, wherein When switching from elevator control to all-moving tail fin control, the time taken for the all-moving tail fin to rotate to the position corresponding to the target rudder deflection angle of the all-moving tail fin is less than the time taken for the elevator to rotate back to the zero position; When switching from all-moving tail fin control to elevator control, the time taken for the elevator to rotate to the position corresponding to the target rudder deflection angle of the elevator is less than the time taken for the all-moving tail fin to rotate back to the zero position.

7. The method according to claim 5, wherein The determining the first target deflection rate of the all-moving tail fin according to the first preset deflection rate of the elevator, the current elevator rudder deflection angle, and the target rudder deflection angle of the all-moving tail fin includes: Determine the first target deflection rate according to the first preset deflection rate, the current elevator rudder deflection angle, the first preset adjustment coefficient, and the target rudder deflection angle of the all-moving tail fin; The determining the second target deflection rate of the elevator according to the second preset deflection rate of the all-moving tail fin, the current all-moving tail fin rudder deflection angle, and the target rudder deflection angle of the elevator includes: Determine the second target deflection rate according to the second preset deflection rate, the current all-moving tail fin rudder deflection angle, the second preset adjustment coefficient, and the target rudder deflection angle of the elevator.

8. The method according to claim 1, wherein When switching the target aircraft between elevator control and all-moving tail fin control according to the target rudder deflection angle of the all-moving tail fin or the elevator, both the elevator and the all-moving tail fin rotate at a constant speed.

9. The method according to claim 1, wherein The obtaining the critical Mach number, the first Mach number interval, and the second Mach number interval of the target aircraft includes: Based on numerical simulation and simulation, obtain the lift-Mach number curve, drag-Mach number curve, and pitch moment coefficient-Mach number curve of the target aircraft; Based on the slopes of the respective curves, obtain multiple sub-critical Mach numbers, multiple first Mach number sub-intervals, and multiple second Mach number sub-intervals; Take the minimum value of the multiple sub-critical Mach numbers as the critical Mach number of the target aircraft; Based on the union of the multiple first Mach number sub-intervals and the critical Mach number, determine the first Mach number interval; Based on the union of the multiple second Mach number sub-intervals and the critical Mach number, determine the second Mach number interval.

10. An elevator and full-moving tailplane integrated control device is applied to an aircraft in which the elevator and the full-moving tailplane are integrated on the same tailplane, and is characterized in that The device includes: An acquisition module, configured to acquire the critical Mach number, the first Mach number interval, and the second Mach number interval of a target aircraft, wherein the first Mach number interval is a Mach number interval less than or equal to the critical Mach number, and the second Mach number interval is a Mach number interval greater than the critical Mach number; and is further configured to acquire the target rudder effectiveness ratio of the elevator and the full-movable tail fin of the target aircraft within a preset Mach number range, wherein the preset Mach number range includes the first Mach number interval and the second Mach number interval; A determination module, configured to determine the target rudder deflection angle of the full-movable tail fin based on the target rudder effectiveness ratio when the speed of the target aircraft is within the first Mach number interval and in the elevator control state; and to determine the target rudder deflection angle of the elevator based on the target rudder effectiveness ratio when the speed of the target aircraft is within the second Mach number interval and in the full-movable tail fin control state; A control module, configured to control the target aircraft to switch between elevator control and full-movable tail fin control according to the target rudder deflection angle of the full-movable tail fin or the target rudder deflection angle of the elevator.

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