Integrated control method and device for elevator and all-moving tail wing

Abstract

The application discloses an elevator and all-moving tail wing integrated control method and device, relates to the transonic aircraft field, and comprises the following steps: acquiring the critical Mach number, the first Mach number interval and the second Mach number interval of a target aircraft; acquiring the target control ratio of the elevator and the all-moving tail wing 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 the elevator is controlled, determining the target deflection angle of the all-moving tail wing based on the target control ratio; when the speed of the target aircraft is in the second Mach number interval and the all-moving tail wing is controlled, determining the target deflection angle of the elevator based on the target control ratio; and controlling the target aircraft to switch between the elevator control and the all-moving tail wing control according to the target deflection angle of the all-moving tail wing or the target deflection angle of the elevator. The application can solve the problems of the low control precision of the all-moving tail wing at subsonic speed and the insufficient controllability of the elevator at transonic speed in the prior art, and improve the flight control performance of the aircraft.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of transonic aircraft, in particular to an elevator and movable tailplane integrated control method and device. BACKGROUND

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

[0003] The tail of the existing transonic target drone is a single control surface. When the elevator is used as the control surface of the transonic target drone, when the flight speed is greater than the critical Mach number, the elevator efficiency decreases seriously, the longitudinal static stability increases, which causes the elevator to fail to meet the requirements of the target maneuverability; when the movable tail is used as the control surface of the transonic target drone, when the flight speed is less than the critical Mach number, the movable tail efficiency is too large, which causes the flight control precision to be reduced and the structure of the control surface to be stressed.

[0004] Therefore, an elevator and movable tailplane integrated control method is needed to solve the problems of reduced control precision of the movable tailplane at subsonic speed or insufficient maneuverability of the elevator at transonic speed. SUMMARY

[0005] The elevator and movable tailplane integrated control method and device provided by the embodiments of the present application solve the problems of reduced control precision of the movable tailplane at subsonic speed or insufficient maneuverability of the elevator at transonic speed in the prior art, and improve the flight control performance of the aircraft.

[0006] In a first aspect, the embodiments of the present application provide an elevator and movable tailplane integrated control method, applied to an aircraft integrating an elevator and a movable tailplane on the same tail, comprising:

[0007] obtaining a critical Mach number, a first Mach number interval and a 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; obtaining a target control surface efficiency ratio of the elevator and the movable tailplane 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; when the speed of the target aircraft is located in the first Mach number interval and in an elevator control state, determining a target rudder deflection angle of the movable tailplane based on the target control surface efficiency ratio; when the speed of the target aircraft is located in the second Mach number interval and in a movable tail control state, determining a target rudder deflection angle of the elevator based on the target control surface efficiency ratio; and switching the target aircraft between the elevator control and the movable tail control according to the target rudder deflection angle of the movable tailplane or the target rudder deflection angle of the elevator.

[0008] Further, the target control effectiveness ratio of the elevator and the all-moving tail plane of the target aircraft in the preset Mach number range is obtained, including: determining, according to the elevator control effectiveness and the all-moving tail plane control effectiveness of the target aircraft, a ratio of the elevator control effectiveness and the all-moving tail plane control effectiveness of the target aircraft at multiple Mach numbers in the preset Mach number range as an initial control effectiveness ratio; determining a first ratio result based on the initial control effectiveness ratio; increasing the first ratio result corresponding to the first Mach number interval by a first preset proportion, and decreasing the first ratio result corresponding to the second Mach number interval by a second preset proportion to obtain a second ratio result, and taking the second ratio result as the target control effectiveness ratio of the elevator and the all-moving tail plane.

[0009] Further, the first ratio result is determined based on the initial control effectiveness ratio, including: obtaining the initial control effectiveness ratio corresponding to different angles of attack at each Mach number, and determining an average value of the initial control effectiveness ratios corresponding to different angles of attack at the same Mach number; taking the average value as the control effectiveness ratio corresponding to different angles of attack at the same Mach number to obtain the first ratio result.

[0010] Further, when the target aircraft speed is located in the first Mach number interval and is in the elevator control state, the target rudder deflection angle of the all-moving tail plane is determined based on the target control effectiveness ratio, including: when the target aircraft speed is located in the first Mach number interval and is in the elevator control state, adjusting the target aircraft to a level flight attitude based on a switching instruction; determining a first control effectiveness ratio corresponding to the current Mach number based on the current Mach number and the target control effectiveness ratio; determining a ratio of the first rudder deflection angles of the all-moving tail plane and the elevator at the same control effectiveness based on the first control effectiveness ratio; and determining the target rudder deflection angle of the all-moving tail plane based on the ratio of the first rudder deflection angles, and a current elevator rudder deflection angle.

[0011] When the target aircraft speed is located in the second Mach number interval and is in the all-moving tail plane control state, the target rudder deflection angle of the elevator is determined based on the target control effectiveness ratio, including: when the target aircraft speed is located in the second Mach number interval and is in the all-moving tail plane control state, adjusting the target aircraft to a level flight attitude based on a switching instruction; determining a second control effectiveness ratio corresponding to the current Mach number based on the current Mach number and the target control effectiveness ratio; determining a ratio of the second rudder deflection angles of the all-moving tail plane and the elevator at the same control effectiveness based on the second control effectiveness ratio; and determining the target rudder deflection angle of the elevator based on the ratio of the second rudder deflection angles, and a current all-moving tail plane rudder deflection angle.

[0012] Further, the method further comprises: when switching from the elevator control to the all-moving tail control, determining a first target deflection rate of the all-moving tail according to the first preset deflection rate of the elevator, the current elevator deflection angle and the all-moving tail target deflection angle; rotating the elevator back to the zero position at the first preset deflection rate and rotating the all-moving tail to the all-moving tail target deflection angle corresponding position at the first target deflection rate; when switching from the all-moving tail control to the elevator control, determining a second target deflection rate of the elevator according to the second preset deflection rate of the all-moving tail, the current all-moving tail deflection angle and the elevator target deflection angle; rotating the all-moving tail back to the zero position at the second preset deflection rate and rotating the elevator to the elevator target deflection angle corresponding position at the second target deflection rate.

[0013] Further, when switching from the elevator control to the all-moving tail control, the time length for the all-moving tail to rotate to the all-moving tail target deflection angle corresponding position is less than the time length for the elevator to rotate back to the zero position; when switching from the all-moving tail control to the elevator control, the time length for the elevator to rotate to the elevator target deflection angle corresponding position is less than the time length for the all-moving tail to rotate back to the zero position.

[0014] Further, determining the first target deflection rate of the all-moving tail according to the first preset deflection rate of the elevator, the current elevator deflection angle and the all-moving tail target deflection angle comprises: 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 all-moving tail target deflection angle.

[0015] Determining the second target deflection rate of the elevator according to the second preset deflection rate of the all-moving tail, the current all-moving tail deflection angle and the elevator target deflection angle comprises: determining the second target deflection rate according to the second preset deflection rate, the current all-moving tail deflection angle, a second preset adjustment coefficient and the elevator target deflection angle.

[0016] Further, when switching between the elevator control and the all-moving tail control according to the all-moving tail target deflection angle or the elevator target deflection angle, the elevator and the all-moving tail are both rotating at a uniform speed.

[0017] Further, obtaining the critical Mach number, the first Mach number interval and the second Mach number interval of the target aircraft comprises: obtaining lift-Mach number curve, drag-Mach number curve and 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 based on the slopes of the curves respectively; 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.

[0018] Further, after obtaining the target elevator-to-aileron effectiveness ratio of the target aircraft in the preset Mach number range, the method further comprises: performing flight quality evaluation on the target aircraft in a range of Mach numbers less than the critical Mach number to obtain a first flight quality evaluation result, taking the elevator as the control surface; performing flight quality evaluation on the target aircraft in a range of Mach numbers greater than the critical Mach number to obtain a second flight quality evaluation result, taking the all-moving tail as the control surface; and determining that the first flight quality evaluation result and the second flight quality evaluation result both meet the flight quality requirement.

[0019] In a second aspect, the embodiments of the present application provide an elevator and all-moving tail integrated control device, applied to an aircraft integrating an elevator and an all-moving tail on the same tail wing, the device comprising:

[0020] The acquisition module is configured to acquire a critical Mach number of a target aircraft, a first Mach number interval, and a second Mach number interval, wherein the first Mach number interval is an interval of Mach numbers less than or equal to the critical Mach number, and the second Mach number interval is an interval of Mach numbers greater than the critical Mach number; and further configured to acquire a target elevator-to-aileron effectiveness ratio of the target aircraft in a preset Mach number range, wherein the preset Mach number range includes the first Mach number interval and the second Mach number interval.

[0021] The determination module is configured to determine, when a speed of the target aircraft is located in the first Mach number interval and in an elevator control state, an all-moving tail target rudder angle based on the target elevator-to-aileron effectiveness ratio; and determine, when the speed of the target aircraft is located in the second Mach number interval and in an all-moving tail control state, an elevator target rudder angle based on the target elevator-to-aileron effectiveness ratio.

[0022] The control module is configured to control the target aircraft to switch between the elevator control and the all-moving tail control according to the all-moving tail target rudder angle or the elevator target rudder angle.

[0023] In a third aspect, the embodiments of the present application provide a device, comprising: a processor; a memory for storing processor-executable instructions; and the processor executes the executable instructions to implement the method of the first aspect or any possible implementation manner of the first aspect.

[0024] In a fourth aspect, the embodiments of the present application provide a non-volatile computer-readable storage medium, comprising a computer program or instructions for storing, when the computer program or instructions are executed, causing the method of the first aspect or any possible implementation manner of the first aspect to be implemented.

[0025] The one or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:

[0026] The embodiment of the application acquires the critical Mach number, the first Mach number interval and the second Mach number interval of the target aircraft, acquires the target control surface efficiency ratio of the elevator and the all-moving tail of the target aircraft in a preset Mach number range, determines the target rudder deflection angle of the all-moving tail based on the target control surface efficiency ratio when the target aircraft speed is located in the first Mach number interval and is in the elevator control state, determines the target rudder deflection angle of the elevator based on the target control surface efficiency ratio when the target aircraft speed is located in the second Mach number interval and is in the all-moving tail control state, and controls the target aircraft to switch between the elevator control and the all-moving tail control according to the target rudder deflection angle of the all-moving tail or the target rudder deflection angle of the elevator, so that the target aircraft can be stably switched from the elevator control to the all-moving tail control at subsonic speed and can be stably switched from the all-moving tail control to the elevator control at transonic speed, thereby solving the problem of reduced control precision of the all-moving tail at subsonic speed or insufficient control performance of the elevator at transonic speed in the prior art and improving the flight control performance of the aircraft. BRIEF DESCRIPTION OF DRAWINGS

[0027] In order to more clearly illustrate the technical solutions of the embodiments of the application, the following will briefly introduce the drawings needed to be used in the embodiments of the application or the prior art description. Obviously, the drawings in the following description are some embodiments of the application, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0028] Figure 1 The flowchart of the elevator and all-moving tail integrated control method provided by the embodiment of the application is shown in the figure.

[0029] Figure 2 The figure shows the change of the pitch angle of the target aircraft with time in simulation verification 1.

[0030] Figure 3 The figure shows the change of the angle of attack of the target aircraft with time in simulation verification 1.

[0031] Figure 4 The figure shows the change of the elevator deflection angle of the target aircraft with time in simulation verification 1.

[0032] Figure 5 The figure shows the change of the all-moving tail deflection angle of the target aircraft with time in simulation verification 1.

[0033] Figure 6 The figure shows the change of the pitch angle of the target aircraft with time in simulation verification 2.

[0034] Figure 7 The figure shows the change of the angle of attack of the target aircraft with time in simulation verification 2.

[0035] Figure 8A schematic diagram of the change of the rudder deflection angle of the target aircraft in simulation verification 2 over time;

[0036] Figure 9 A schematic diagram of the change of the elevator deflection angle of the target aircraft in simulation verification 2 over time;

[0037] Figure 10 A schematic diagram of the composition of the elevator and all-moving tail rudder integrated control device provided in the embodiment of the application. DETAILED DESCRIPTION

[0038] The technical solutions in the embodiments of the application will be clearly and completely described below with reference to the drawings in the embodiments of the application. Obviously, the described embodiments are part of, rather than all of, the embodiments of the application. Based on the embodiments in the application, all other embodiments obtained by a person of ordinary skill in the art without creative effort fall within the protection scope of the application.

[0039] The following describes some technologies related to the embodiments of the application to help understanding, which should be considered as merely exemplary. Therefore, a person of ordinary skill in the art should appreciate that various changes and modifications can be made to the described embodiments without departing from the scope and spirit of the application. Similarly, for the sake of clarity and conciseness, the description of some well-known functions and structures is omitted in the following description.

[0040] A target aircraft is a special powered unmanned aircraft, which can participate in various verification tests as an air mobile target. A target aircraft capable of flying at more than one Mach and less than one Mach is called a transonic target aircraft.

[0041] The tail rudder of the existing transonic target aircraft is a single control surface. When the elevator is used as the control surface of the transonic target aircraft, when the flight speed is greater than the critical Mach number, the elevator efficiency decreases seriously, the longitudinal static stability increases, and the elevator cannot meet the requirements of the target maneuverability; when the all-moving tail rudder is used as the control surface of the transonic target aircraft, when the flight speed is less than the critical Mach number, the all-moving tail rudder has too large an efficiency, which reduces the flight control accuracy and increases the stress on the control surface structure.

[0042] Therefore, an elevator and all-moving tail rudder integrated control method is urgently needed to solve the problem of reduced control accuracy of the subsonic all-moving tail rudder or insufficient maneuverability of the transonic elevator.

[0043] In this background, the present disclosure provides an elevator and all-moving tail rudder integrated control method, which can improve the flight control performance of the transonic target aircraft.

[0044] The execution subject of the elevator and all-moving tailplane integrated control method 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 capability; or the execution subject of the method can also be a processor (for example, a central processing unit (CPU)) in the above-mentioned electronic devices; or the execution subject of the method can also be an application (APP) installed in the above-mentioned electronic devices and capable of realizing the function of the method; or the execution subject of the method can also be a functional module or unit with the function of the method in the above-mentioned electronic devices. The execution subject of the method is not limited here.

[0045] The elevator and all-moving tailplane integrated control method will be exemplarily described below with reference to the accompanying drawings.

[0046] Figure 1 FIG. 1 is a flowchart of the elevator and all-moving tailplane integrated control method provided by the embodiments of the present disclosure. Wherein, Figure 1 This is only one execution sequence shown by the embodiments of the present disclosure, and does not represent the only execution sequence of the elevator and all-moving tailplane integrated control method, and as long as the final result can be achieved, Figure 1 The steps shown can be executed in parallel or in reverse. As Figure 1 The method can include S101 to S104, as shown in the figure.

[0047] S101, obtaining a critical Mach number, a first Mach number interval and a second Mach number interval of a target aircraft.

[0048] 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.

[0049] Exemplarily, the critical Mach number can be determined according to the own structure shape and flight performance of the target aircraft, and the critical Mach number belongs to the common knowledge in the field, which will not be described here.

[0050] The first Mach number interval and the second Mach number interval 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 the method is not limited.

[0051] S102, obtaining a target elevator effectiveness ratio of the elevator and all-moving tailplane of the target aircraft in a preset Mach number range.

[0052] The preset Mach number range includes the first Mach number interval and the second Mach number interval.

[0053] Exemplarily, a ratio of the elevator control effectiveness to the all-moving tail control effectiveness of the target aircraft in the preset Mach number range can be calculated to obtain a plurality of ratio results, and the plurality of ratio results are directly determined as the target control effectiveness ratio.

[0054] It can be understood that the elevator control effectiveness and the all-moving tail control effectiveness of the target aircraft in the preset Mach number range can be obtained in advance, and the control effectiveness can be obtained by numerical simulation (such as CFD (Computational Fluid Dynamics) simulation calculation) combined with a control effectiveness calculation formula; the control effectiveness calculation method of the elevator and the all-moving tail of the aircraft is a calculation method known to those skilled in the art, which will not be described here.

[0055] In some possible implementation manners, the target control effectiveness ratio of the elevator and the all-moving tail of the target aircraft in the preset Mach number range is obtained, including S201 to S203.

[0056] S201, determining, according to the elevator control effectiveness and the all-moving tail control effectiveness of the target aircraft, a ratio of the elevator control effectiveness to the all-moving tail control effectiveness of the target aircraft in the preset Mach number range under a plurality of Mach numbers as an initial control effectiveness ratio.

[0057] The elevator control effectiveness and the all-moving tail control effectiveness corresponding to the plurality of Mach numbers can be obtained under a certain angle of attack, and then the ratio of the elevator control effectiveness to the all-moving tail control effectiveness under the plurality of Mach numbers is taken as the initial control effectiveness ratio.

[0058] Although the influence of the angle of attack on the control effectiveness is small, the influence of this factor can not be considered in the calculation, and in a specific application scenario, the slight difference brought by this factor can also be considered to further improve the control accuracy.

[0059] For example, under a plurality of Mach numbers and a plurality of angles of attack, the elevator control effectiveness is shown in Table 1, and the all-moving tail control effectiveness is shown in Table 2. The ratio of the elevator control effectiveness to the all-moving tail control effectiveness under the same Mach number and the same angle of attack can be calculated, until all Mach numbers and all angles of attack are traversed, to obtain the initial control effectiveness ratio as shown in Table 3.

[0060] Table 1. Elevator control effectiveness

[0061]

[0062] Table 2. All-moving tail control effectiveness

[0063]

[0064] Table 3. Initial control effectiveness ratio

[0065]

[0066] S202, determine a first ratio result based on the initial effectiveness ratio.

[0067] For example, the initial effectiveness ratio can be directly determined as the first ratio result, or the initial effectiveness ratio can be processed in a certain value to obtain the first ratio result.

[0068] In some possible implementation manners, the first ratio result is determined based on the initial effectiveness ratio, including:

[0069] The initial effectiveness ratios corresponding to different angles of attack at each Mach number are obtained, and an average value of the initial effectiveness ratios corresponding to different angles of attack at the same Mach number is determined; the average value is taken as the effectiveness ratio corresponding to different angles of attack at the same Mach number, to obtain the first ratio result.

[0070] For example, continuing with the above example, the average value of the ratio of the elevator effectiveness to the all-moving tail effectiveness at Mach number 0.2 can be calculated according to Table 3, and the average value is taken as the ratio of the elevator effectiveness to the all-moving tail effectiveness at Mach number 0.2 (i.e., the effectiveness ratio); the same processing is performed on the ratio of the elevator effectiveness to the all-moving tail effectiveness at other Mach numbers, and the first ratio result shown in Table 4 can be obtained.

[0071] Table 4 First ratio result

[0072]

[0073] It can be understood that the first ratio result can also be directly determined as the target effectiveness ratio.

[0074] S203, the first ratio result corresponding to the first Mach number interval is increased by a first preset proportion, the first ratio result corresponding to the second Mach number interval is decreased by a second preset proportion, to obtain a second ratio result, and the second ratio result is taken as the target effectiveness ratio of the elevator and the all-moving tail.

[0075] For example, the first preset proportions corresponding to different Mach numbers can be the same or different, the first preset proportions corresponding to different Mach numbers can be the same or different, and the first preset proportion and the second preset proportion can be the same or different, which are not limited.

[0076] For example, the first preset proportions and the second preset proportions corresponding to different Mach numbers can be determined according to the actual situation of the target aircraft, and the sizes of the first preset proportion and the second preset proportion are not limited.

[0077] For example, the target effectiveness ratio (i.e., the second ratio result) obtained by increasing the first ratio result corresponding to the first Mach number interval by the first preset proportion and decreasing the first ratio result corresponding to the second Mach number interval by the second preset proportion is shown in Table 5.

[0078] Table 5 Target Rudder Efficiency Ratio

[0079]

[0080] Therefore, on the basis of the first ratio result, a certain margin is preset to obtain a second ratio result, and the second ratio result is taken as the target rudder efficiency ratio of the elevator and the all-moving tail, so as to ensure that the rudder efficiency of the elevator and the all-moving tail after switching is not less than the rudder efficiency before switching.

[0081] In S103, when the target aircraft speed is located in the first Mach number interval and in the elevator control state, the all-moving tail target rudder deflection angle is determined based on the target rudder efficiency ratio; and when the target aircraft speed is located in the second Mach number interval and in the all-moving tail control state, the elevator target rudder deflection angle is determined based on the target rudder efficiency ratio.

[0082] For example, when the all-moving tail target rudder deflection angle is determined, the corresponding rudder efficiency ratio can be determined from the target rudder efficiency ratio according to the current Mach number of the target aircraft, and then the product of the current elevator rudder deflection angle and the rudder efficiency ratio is calculated to obtain the all-moving tail target rudder deflection angle; similarly, when the elevator target rudder deflection angle is determined, the corresponding rudder efficiency ratio can be determined from the target rudder efficiency ratio according to the current Mach number of the target aircraft, and then the ratio of the current all-moving tail rudder deflection angle and the rudder efficiency ratio is calculated to obtain the elevator target rudder deflection angle.

[0083] It can be understood that the all-moving tail target rudder deflection angle is used for subsequent switching of the elevator control to the all-moving tail control based on the all-moving tail target rudder deflection angle, and the elevator target rudder deflection angle is used for subsequent switching of the all-moving tail control to the elevator control based on the elevator target rudder deflection angle.

[0084] Specifically, when the target aircraft speed is located in the first Mach number interval and in the elevator control state, the all-moving tail target rudder deflection angle is determined based on the target rudder efficiency ratio, including:

[0085] When the target aircraft speed is located in the first Mach number interval and in the elevator control state, the target aircraft is adjusted to a level flight attitude based on the switching instruction; a first rudder efficiency ratio corresponding to the current Mach number is determined based on the current Mach number and the target rudder efficiency ratio; a first rudder deflection angle ratio of the all-moving tail to the elevator at the same rudder efficiency is determined based on the first rudder efficiency ratio; and the all-moving tail target rudder deflection angle is determined based on the first rudder deflection angle ratio and the current elevator rudder deflection angle.

[0086] For example, taking the target aircraft's current speed as 0.85 Mach and the target rudder effectiveness ratio as Table 5, the target rudder deflection angle of the all-moving tail is determined as follows. First, the target aircraft is adjusted to the level flight attitude so that the target aircraft is in stable flight, and the current elevator deflection angle is 1 degree. Then, the first rudder effectiveness ratio corresponding to the Mach number of 0.85 Mach is calculated by interpolation as 1 / 2+((1 / 2-1 / 2)×(0.85-0.8)) / (0.9-0.8)=1 / 2. The first rudder effectiveness ratio is taken as the ratio of the first rudder deflection angle of the all-moving tail to the elevator (i.e., the first rudder deflection angle ratio is determined as 1 / 2). Then, the product of the current elevator deflection angle (i.e., 1 degree) and the first rudder deflection angle ratio (i.e., 1 / 2) is calculated to obtain the target rudder deflection angle of the all-moving tail as 0.5 degrees.

[0087] When the target aircraft's speed is in the second Mach number interval and the target aircraft is in the all-moving tail control state, the target elevator deflection angle is determined based on the target rudder effectiveness ratio, including:

[0088] When the target aircraft's speed is in the second Mach number interval and the target aircraft is in the all-moving tail control state, the target aircraft is adjusted to the level flight attitude based on the switching instruction. The second rudder effectiveness ratio corresponding to the current Mach number is determined based on the current Mach number and the target rudder effectiveness ratio. The second rudder deflection angle ratio of the all-moving tail to the elevator in the equal rudder effectiveness is determined based on the second rudder effectiveness ratio. The target elevator deflection angle is determined based on the second rudder deflection angle ratio and the current all-moving tail deflection angle.

[0089] For example, taking the target aircraft's current speed as 0.95 Mach and the multiple target rudder effectiveness ratios as Table 5, the target elevator deflection angle is determined as follows. First, the target aircraft is adjusted to the level flight attitude so that the target aircraft is in stable flight, and the current all-moving tail deflection angle is 1 degree. Then, the second rudder effectiveness ratio corresponding to the Mach number of 0.95 Mach is calculated by interpolation as 1 / 2+((4 / 9-1 / 2)×(0.95-0.9)) / (1.05-0.9)=13 / 27. The second rudder effectiveness ratio is taken as the second rudder deflection angle ratio of the all-moving tail to the elevator (i.e., the second rudder deflection angle ratio is determined as 13 / 27). Then, the ratio of the current all-moving tail deflection angle (i.e., 1 degree) to the second rudder deflection angle ratio (i.e., 13 / 27) is calculated to obtain the target elevator deflection angle as 2.077 degrees.

[0090] In this way, the target rudder deflection angle of the all-moving tail or the target elevator deflection angle can be determined when the target aircraft is in the level flight attitude, so that the target aircraft is more stable in the subsequent switching between the elevator control and the all-moving tail control, and the flight safety of the target aircraft is ensured.

[0091] S104, according to the target rudder deflection angle of the all-moving tail or the target elevator deflection angle, the target aircraft is controlled to switch between the elevator control and the all-moving tail control.

[0092] For example, after obtaining the target rudder deflection angle of the full-aileron, the target aircraft can be controlled to switch from the elevator control to the full-aileron control, the elevator is rotated back to the zero position, and the full-aileron is rotated to the position corresponding to the target rudder deflection angle of the full-aileron. After obtaining the target rudder deflection angle of the elevator, the target aircraft can be controlled to switch from the full-aileron control to the elevator control, the full-aileron is rotated back to the zero position, and the elevator is rotated to the position corresponding to the target rudder deflection angle of the elevator, thereby completing the switching of the control surface of the target unmanned aerial vehicle.

[0093] In some possible implementation manners, when the target aircraft is controlled to switch between the elevator control and the full-aileron control according to the target rudder deflection angle of the full-aileron or the target rudder deflection angle of the elevator, the elevator and the full-aileron are rotated at a uniform speed. In this way, the safety risk of the target aircraft during the switching of the control surface can be reduced as much as possible.

[0094] In the embodiments of the present application, the critical Mach number, the first Mach number interval and the second Mach number interval of the target aircraft are obtained, the target rudder efficiency ratio of the elevator and the full-aileron of the target aircraft in a preset Mach number range is obtained, the target rudder deflection angle of the full-aileron is determined based on the target rudder efficiency ratio when the speed of the target aircraft is located in the first Mach number interval and the target aircraft is in the elevator control state, the target rudder deflection angle of the elevator is determined based on the target rudder efficiency ratio when the speed of the target aircraft is located in the second Mach number interval and the target aircraft is in the full-aileron control state, and the target aircraft is controlled to switch between the elevator control and the full-aileron control according to the target rudder deflection angle of the full-aileron or the target rudder deflection angle of the elevator, so that the target aircraft can be stably switched from the elevator control to the full-aileron control at subsonic speed and can be stably switched from the full-aileron control to the elevator control at transonic speed. The problem of reduced control accuracy of the full-aileron at subsonic speed or insufficient controllability of the elevator at transonic speed in the prior art is solved, and the flight control performance of the aircraft is improved.

[0095] In some possible implementation manners, when switching from the elevator control to the full-aileron control, the full-aileron is rotated to the position corresponding to the target rudder deflection angle of the full-aileron for a time shorter than that of the elevator being rotated back to the zero position; and when switching from the full-aileron control to the elevator control, the elevator is rotated to the position corresponding to the target rudder deflection angle of the elevator for a time shorter than that of the full-aileron being rotated back to the zero position.

[0096] It should be noted that, considering that the elevator and the full-aileron are deflected and adjusted at the same time, the deflection of the full-aileron will weaken the rudder efficiency of the elevator. Therefore, the time for the full-aileron to rotate to the expected position is shorter than that for the elevator to rotate back to the zero position, so that the weakening of the rudder efficiency of the elevator can be reduced; and the time for the elevator to rotate to the expected position is shorter than that for the full-aileron to rotate back to the zero position, so that the weakening of the rudder efficiency of the elevator can be reduced.

[0097] In some embodiments, the method can further include:

[0098] When the control is switched from the elevator to the all-moving tail plane, a first target deflection rate of the all-moving tail plane is determined according to a first preset deflection rate of the elevator, a current elevator deflection angle and a target all-moving tail plane deflection angle; the elevator is rotated back to the zero position at the first preset deflection rate, and the all-moving tail plane is rotated to a position corresponding to the target all-moving tail plane deflection angle at the first target deflection rate.

[0099] When the control is switched from the all-moving tail plane to the elevator, a second target deflection rate of the elevator is determined according to a second preset deflection rate of the all-moving tail plane, a current all-moving tail plane deflection angle and a target elevator deflection angle; the all-moving tail plane is rotated back to the zero position at the second preset deflection rate, and the elevator is rotated to a position corresponding to the target elevator deflection angle at the second target deflection rate.

[0100] For example, the ratio of the current elevator deflection angle to the first preset deflection rate is calculated first, and then the ratio of the target all-moving tail plane deflection angle to the ratio is calculated to obtain the first target deflection rate.

[0101] For example, when the current elevator deflection angle is 1 degree, the first preset deflection rate is 1 degree per second, and the target all-moving tail plane deflection angle is 0.5 degree, the ratio of the current elevator deflection angle to the first preset deflection rate is 1 / 1=1 second, and the ratio of the target all-moving tail plane deflection angle to the ratio is 0.5 / 1=0.5 degree per second, which is the first target deflection rate.

[0102] For example, the ratio of the current all-moving tail plane deflection angle to the second preset deflection rate is calculated first, and then the ratio of the target elevator deflection angle to the ratio is calculated to obtain the second target deflection rate.

[0103] For example, when the current all-moving tail plane deflection angle is 1 degree, the second preset deflection rate is 1 degree per second, and the target elevator deflection angle is 2.077 degrees, the ratio of the current all-moving tail plane deflection angle to the second preset deflection rate is 1 / 1=1 second, and the ratio of the target elevator deflection angle to the ratio is 2.077 / 1=2.077 degrees per second, which is the second target deflection rate.

[0104] In this way, the elevator and the all-moving tail plane can be accurately synchronized to reach the desired position.

[0105] Further, the first target deflection rate of the all-moving tail plane is determined according to the first preset deflection rate of the elevator, the current elevator deflection angle and the target all-moving tail plane deflection angle, including:

[0106] The first target deflection rate is determined according to the first preset deflection rate, the current elevator deflection angle, a first preset adjustment coefficient and the target all-moving tail plane deflection angle.

[0107] According to the second preset deflection rate of the all-moving tail wing, the current all-moving tail wing rudder deflection angle and the elevator target rudder deflection angle, a second target deflection rate of the elevator is determined, comprising:

[0108] According to the second preset deflection rate, the current all-moving tail wing rudder deflection angle, the second preset adjustment coefficient and the elevator target rudder deflection angle, the second target deflection rate is determined.

[0109] Exemplarily, the first preset adjustment coefficient and the second preset adjustment coefficient can be the same or different, and no limitation is made thereto.

[0110] It should be noted that, considering that the elevator and the all-moving tail wing are deflected and adjusted at the same time, the all-moving tail wing will weaken the rudder effect of the elevator when deflected, therefore, by setting the first preset adjustment coefficient and the second preset adjustment coefficient, the deflection rate of the all-moving tail wing can be improved when switching from elevator control to all-moving tail wing control, and the deflection rate of the elevator can be improved when switching from all-moving tail wing control to elevator control, thereby reducing the weakening of the rudder effect of the elevator.

[0111] Exemplarily, the ratio of the current elevator rudder deflection angle to the first preset deflection rate can be calculated first, then the product of the ratio and the first preset adjustment coefficient is calculated, and then the ratio of the all-moving tail wing target rudder deflection angle to the product is calculated to obtain the first target deflection rate.

[0112] For example, taking the current elevator rudder deflection angle as 1 degree, the first preset deflection rate as 1 degree per second, the first preset adjustment coefficient as 0.9, and the all-moving tail wing target rudder deflection angle as 0.5 degrees, the ratio of the current elevator rudder deflection angle to the first preset deflection rate is 1 / 1=1 second, the product of the ratio and the first preset adjustment coefficient is 1x0.9=0.9 seconds, and the ratio of the all-moving tail wing target rudder deflection angle to the product is 0.5 / 0.9=0.556 degrees per second, which is the first target deflection rate.

[0113] Exemplarily, the ratio of the current all-moving tail wing rudder deflection angle to the second preset deflection rate can be calculated first, then the product of the ratio and the second preset adjustment coefficient is calculated, and then the ratio of the elevator target rudder deflection angle to the product is calculated to obtain the second target deflection rate.

[0114] For example, taking the current all-moving tail wing rudder deflection angle as 1 degree, the second preset deflection rate as 1 degree per second, the second preset adjustment coefficient as 0.9, and the elevator target rudder deflection angle as 2.077 degrees, the ratio of the current all-moving tail wing rudder deflection angle to the second preset deflection rate is 1 / 1=1 second, the product of the ratio and the second preset adjustment coefficient is 1x0.9=0.9 seconds, and the ratio of the elevator target rudder deflection angle to the product is 2.077 / 0.9=2.308 degrees per second, which is the second target deflection rate.

[0115] Therefore, by setting the first preset adjustment coefficient and the second preset adjustment coefficient, the deflection rate of the all-moving tail can be increased when the control surface is switched from the elevator to the all-moving tail, and the deflection rate of the elevator can be increased when the control surface is switched from the all-moving tail to the elevator, thereby reducing the weakening of the elevator efficiency when the all-moving tail is deflected.

[0116] In some possible embodiments, the critical Mach number, the first Mach number interval and the second Mach number interval of the target aircraft are obtained by:

[0117] The lift-Mach number curve, the drag-Mach number curve and the pitching moment coefficient-Mach number curve of the target aircraft are obtained based on numerical simulation; a plurality of sub-critical Mach numbers, a plurality of first Mach number sub-intervals and a plurality of second Mach number sub-intervals are obtained based on the slopes of the curves respectively; the minimum value of the plurality of sub-critical Mach numbers is taken as the critical Mach number of the target aircraft; the first Mach number interval is determined based on the union of the plurality of first Mach number sub-intervals and the critical Mach number; and the second Mach number interval is determined based on the union of the plurality of second Mach number sub-intervals and the critical Mach number.

[0118] Exemplarily, the numerical simulation can be a CFD simulation.

[0119] Exemplarily, the aerodynamic coefficients of the target aircraft can include lift coefficients, drag coefficients, pitching moment coefficients, yawing moment coefficients, rolling moment coefficients, etc., and can be calculated according to the reference length, the reference area and the reference center of gravity position of the target aircraft. The calculation method is a calculation method known to those skilled in the art, and will not be described here. The relationship curve between the aerodynamic coefficients of the target aircraft and the Mach number can be calculated by CFD simulation, and the calculation method is a calculation method known to those skilled in the art, which will not be described here.

[0120] Exemplarily, the union of the plurality of first Mach number sub-intervals and the intersection of the Mach number range less than or equal to the critical Mach number can be determined as the first Mach number interval; and the union of the plurality of second Mach number sub-intervals and the intersection of the Mach number range greater than the critical Mach number can be determined as the second Mach number interval.

[0121] Therefore, the critical Mach number, the first Mach number interval and the second Mach number interval can be accurately determined.

[0122] In some possible embodiments, after obtaining the target efficiency ratio of the elevator to the all-moving tail of the target aircraft in the preset Mach number range, the method further comprises:

[0123] The elevator is used as the control surface, flight quality evaluation is performed on the target aircraft in a range where the Mach number is less than the critical Mach number, and a first flight quality evaluation result is obtained; the all-moving tail is used as the control surface, flight quality evaluation is performed on the target aircraft in a range where the Mach number is greater than the critical Mach number, and a second flight quality evaluation result is obtained; and it is determined that the first flight quality evaluation result and the second flight quality evaluation result both satisfy the flight quality requirement.

[0124] It can be understood that the elevator is used as the control surface, i.e., the target aircraft is in elevator control; and the all-moving tail is used as the control surface, i.e., the target aircraft is in all-moving tail control.

[0125] Exemplarily, a plurality of Mach numbers can be selected according to the design speed range of the target aircraft, and numerical simulation is performed with the elevator or the all-moving tail as the control surface to determine the short-period mode and the long-period mode calculation results of the target aircraft.

[0126] It should be noted that the calculation methods of the short-period mode and the long-period mode are known to those skilled in the art and are not described herein.

[0127] When the Mach number of the target aircraft is less than the critical Mach number, the elevator is used as the control surface, the all-moving tail is returned to the original position and locked, force and moment trimming is performed by using the elevator, and the short-period mode and the long-period mode calculation results of the target aircraft are shown in Table 6 and Table 7.

[0128] Table 6 Short-period mode under elevator control

[0129]

[0130] Table 7 Long-period mode under elevator control

[0131]

[0132] When the Mach number of the target aircraft is greater than the critical Mach number, the all-moving tail is used as the control surface, the elevator is returned to the original position and locked, force and moment trimming is performed by using the all-moving tail, and the short-period mode and the long-period mode calculation results of the target aircraft are shown in Table 8 and Table 9.

[0133] Table 8 Short-period mode under all-moving tail control

[0134]

[0135] Table 9 Long-period mode under all-moving tail control

[0136]

[0137] It can be seen from the above that when the elevator and the all-moving tail are integrated in the same tail of the target aircraft, the short-period mode flight quality level is more than two levels and the long-period mode flight quality level is more than one level in the design speed range, which indicates that the target aircraft can meet the flight quality requirements.

[0138] The embodiment determines that the target aircraft meets the flight quality requirements by evaluating the flight qualities of the elevator and the all-moving tail respectively, and can ensure the accuracy of subsequent calculation.

[0139] Simulation verification 1

[0140] When the current speed of the target aircraft is in the first Mach number interval (for example, 0.8-0.9) and the current control surface is the elevator, the control surface needs to be switched from the elevator to the all-moving tail. First, the target aircraft is kept in a steady flight attitude at the current speed, and the flight is stabilized (i.e., the curves of speed, height, and pitch angle no longer fluctuate). According to the current elevator deflection angle of 1.3 degrees and the target control surface effectiveness 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, the target deflection angle of the all-moving tail can be determined as 1.3x1 / 2=0.65 degrees; the first preset deflection rate is 1.5 degrees per second, and the first preset adjustment coefficient is 0.9. The elevator is rotated back to zero position at the first preset deflection rate, and the all-moving tail is rotated to the position corresponding to the target deflection angle of the all-moving tail at the first target deflection rate.

[0141] The changes of the pitch angle, the angle of attack, the elevator deflection angle, and the all-moving tail deflection angle of the target aircraft with time during the control surface switching process are shown in FIGS. 1-4, respectively. The unit of the longitudinal axis is degree, and the unit of the horizontal axis is millisecond. Figures 2 to 5

[0142] 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 tail, the pitch angle and the angle of attack of the target aircraft in the early and middle stages will fluctuate within a controllable range, and then the target aircraft can be in a steady and level flight state.

[0143] Simulation verification 2

[0144] ​When the target aircraft's current speed is within the second Mach number range (using 1.05 to 1.2 as an example) and the current control surface is the full-stable tail, the control surface must be switched from the full-stable tail to the elevator. First, the target aircraft must maintain a level flight attitude at the current speed and achieve stable flight (i.e., the speed, altitude, and pitch angle curves no longer fluctuate). Based on the current full-stable tail rudder angle of 1.5 degrees and the target rudder effectiveness shown in Table 6, the target aircraft's current speed is Mach 1.1 and the current angle of attack is 0.9 degrees. The target elevator rudder angle can be determined to be 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-stable tail is rotated back to zero at the second preset deflection rate, and the elevator is rotated at the second target deflection rate to the position corresponding to the target elevator rudder angle.

[0145] During the control surface switching process, the target aircraft's pitch angle, angle of attack, all-moving tail rudder deflection angle, and elevator rudder deflection angle change with time as shown below: Figures 6 to 9 As shown, the vertical axis unit is degree, and the horizontal axis unit is millisecond.

[0146] refer to Figures 6 to 9 ,It can be seen that in the process of switching the control surface from the full-moving tail to the elevator, the pitch angle and angle of attack of the target aircraft will fluctuate slightly within the controllable range, and then the target aircraft can be in a stable level flight state.

[0147] In summary, it can be seen that the elevator and full-movable tail integrated control method of the present application can realize the mutual switching of the elevator and the full-movable tail while ensuring flight safety.

[0148] Although this application provides method operation steps such as embodiments or flowcharts, more or fewer operation steps may be included based on routine or non-creative work. The order of steps listed in this embodiment is only one way of executing the steps among many, and does not represent the only execution order. When an actual device or client product executes, the method can be executed sequentially according to the embodiment or the accompanying drawings, or in parallel (for example, in a parallel processor or multi-threaded processing environment).

[0149] like Figure 10 As shown, an embodiment of the present application further provides an elevator and full-moving tail integrated control device, which can be applied to an aircraft in which an elevator and a full-moving tail are integrated on the same tail. The device includes:

[0150] Acquisition module 1001 is used to obtain a critical Mach number, a first Mach number interval, and a 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 also used to obtain a target rudder efficiency ratio of an elevator to an all-moving tail 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.

[0151] Determination module 1002 is configured to determine a target rudder angle for the all-movable tailplane based on a target rudder efficiency ratio when the target aircraft speed is within a first Mach number interval and the aircraft is in an elevator control state; and to determine a target rudder angle for the elevator based on the target rudder efficiency ratio when the target aircraft speed is within a second Mach number interval and the aircraft is in an elevator control state.

[0152] The control module 1003 is used to control the target aircraft to switch between elevator control and full-movable tail control according to the full-movable tail target rudder deflection angle or the elevator target rudder deflection angle.

[0153] The beneficial effects and specific implementation methods of the present device embodiment can be referred to the aforementioned method embodiment, and will not be described in detail here.

[0154] Some modules in the apparatus described herein may be described in the 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. The present application may also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communications network. In a distributed computing environment, program modules may be located in local and remote computer storage media, including storage devices.

[0155] The devices or modules described in the above application embodiments can be implemented by computer chips or physical devices, or by products with certain functions. For ease of description, the above devices are described separately by function in various modules. When implementing the embodiments of this application, the functions of each module can be implemented in the same or multiple software and / or hardware. Of course, a module that implements a certain function can also be implemented by combining multiple sub-modules or sub-units.

[0156] The methods, apparatuses or modules described in the present application can be implemented in a computer readable program code in any appropriate manner, for example, the controller can take the form of, for example, a microprocessor or processor and a computer readable medium storing computer readable program code (for example, software or firmware) executable by the (micro)processor, logic gates, switches, application specific integrated circuits (ASIC), programmable logic controllers and embedded microcontrollers, 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 pure computer readable program code, the same function can be achieved by logically programming the method steps in the form of logic gates, switches, application specific integrated circuits, programmable logic controllers and embedded microcontrollers. Therefore, such a controller can be considered as a hardware component, and the means included therein for implementing various functions can also be considered as structures within the hardware component. Alternatively, the means for implementing various functions can be considered as both a software module for implementing the method and a structure within the hardware component.

[0157] The embodiments of the present application further provide a device, which comprises: a processor; a memory for storing processor executable instructions; and the processor executes the executable instructions to implement the method as described in the embodiments of the present application.

[0158] The embodiments of the present application further provide a non-volatile computer readable storage medium, which stores a computer program or instructions, and when the computer program or instructions are executed, the method as described in the embodiments of the present application is implemented.

[0159] In addition, each functional module in each embodiment of the present application can be integrated in one processing module, or each module can exist independently, or two or more modules can be integrated in one module.

[0160] The storage medium described above 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.

[0161] 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 and the necessary hardware. Based on such an understanding, the technical solutions of the present application can be embodied in the form of a software product or can be embodied in the form of data migration. The computer software product can be stored in a storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a plurality of instructions for causing 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 the various embodiments or some parts of the embodiments.

[0162] The various embodiments in the specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments. The whole 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, small computers, large computers, distributed computing environments including any of the above systems or devices, etc.

[0163] The above embodiments are only used to illustrate the technical solutions of the present application, and not to limit the present application; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements for 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. A method for integrated control of an elevator and a fully movable tail, applied to an aircraft in which an elevator and a fully movable tail are integrated on the same tail, characterized in that: The method comprises: Obtaining a critical Mach number, a first Mach number interval, and a 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; Obtaining a target steering efficiency ratio of the elevator to the all-movable tailplane 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, and the target steering efficiency ratio is determined based on a ratio of the elevator steering efficiency to the all-movable tailplane steering efficiency within the preset Mach number range; When the target aircraft speed is within a first Mach number interval and is in an elevator control state, determining a target rudder angle for the all-movable tailplane based on the target rudder efficiency ratio, the current Mach number, and the current elevator rudder angle; When the target aircraft speed is within a second Mach number interval and is in a full-tail control state, determining a target elevator rudder angle based on the target rudder efficiency ratio, the current Mach number, and the current full-tail rudder angle; According to the all-movable tail target rudder deflection angle or the elevator target rudder deflection angle, the target aircraft is controlled to switch between elevator control and all-movable tail control.

2. The method according to claim 1, characterized in that The step of obtaining a target rudder efficiency ratio of an elevator to an all-movable tail of a target aircraft within a preset Mach number range includes: determining, based on the elevator rudder effect and the all-movable tail rudder effect of the target aircraft, a ratio of the elevator rudder effect to the all-movable tail rudder effect of the target aircraft at multiple Mach numbers within a preset Mach number range as an initial rudder effect ratio; determining a first ratio result based on the initial rudder efficiency ratio; The first ratio result corresponding to the first Mach number interval is increased by a first preset ratio, and the first ratio result corresponding to the second Mach number interval is reduced by a second preset ratio to obtain a second ratio result, and the second ratio result is used as the target rudder efficiency ratio of the elevator to the all-movable tail.

3. The method according to claim 2, characterized in that The determining of a first ratio result based on the initial rudder efficiency ratio includes: The initial rudder efficiency ratios corresponding to different angles of attack at each Mach number are obtained, and an average value of the initial rudder efficiency ratios corresponding to different angles of attack at the same Mach number is determined; the average value is used as the rudder efficiency 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 When the speed of the target aircraft is within the first Mach number interval and the target aircraft is in an elevator control state, determining a target rudder deflection angle of the all-movable tail based on the target rudder efficiency ratio comprises: When the target aircraft speed is within a first Mach number interval and is in an elevator control state, adjusting the target aircraft to a level flight attitude based on a switching instruction; Based on the current Mach number and the target steering efficiency ratio, a first steering efficiency ratio corresponding to the current Mach number is determined; determining, based on the first rudder effect ratio, a ratio of a first rudder deflection angle of the all-movable tail and the elevator when the rudder effect is equal; determining a target elevator rudder angle based on the ratio of the first rudder angles and the current elevator rudder angle; When the speed of the target aircraft is within the second Mach number interval and the target aircraft is in a full-movable tail control state, determining the target elevator rudder angle based on the target rudder efficiency ratio includes: When the target aircraft speed is within the second Mach number interval and is in a full-movable tail control state, adjusting the target aircraft to a level flight attitude based on a switching instruction; Based on the current Mach number and the target steering efficiency ratio, a second steering efficiency ratio corresponding to the current Mach number is determined; determining, based on the second rudder effect ratio, a ratio of the second rudder deflection angles of the all-movable tail and the elevator when the rudder effects are equal; The elevator target rudder deflection angle is determined based on the ratio of the second rudder deflection angles and the current all-movable tail rudder deflection angle.

5. The method according to claim 1, wherein The method further comprises: When switching from elevator control to all-movable tail control, determining a first target deflection rate for the all-movable tail based on a first preset deflection rate of the elevator, a current elevator rudder angle, and the all-movable tail target rudder angle; rotating the elevator back to a zero position at the first preset deflection rate, and rotating the all-movable tail to a position corresponding to the all-movable tail target rudder angle at the first target deflection rate; When switching from all-movable tail control to elevator control, a second target deflection rate of the elevator is determined based on a second preset deflection rate of the all-movable tail, a current all-movable tail rudder angle, and the target elevator rudder angle; the all-movable tail is rotated back to a zero position at the second preset deflection rate, and the elevator is rotated to a position corresponding to the target elevator rudder angle at the second target deflection rate.

6. The method according to claim 1, characterized in that When switching from elevator control to full-movable tail control, the time it takes for the full-movable tail to rotate to a position corresponding to the full-movable tail target rudder angle is less than the time it takes for the elevator to rotate back to zero position; When switching from full-movable tail control to elevator control, the time length for the elevator to rotate to the position corresponding to the elevator target rudder deflection angle is shorter than the time length for the full-movable tail to rotate back to the zero position.

7. The method according to claim 5, characterized in that The step of determining a first target deflection rate of the all-movable tailplane according to the first preset deflection rate of the elevator, the current elevator rudder deflection angle, and the all-movable tailplane target rudder deflection angle includes: determining the first target deflection rate according to the first preset deflection rate, the current elevator rudder angle, a first preset adjustment coefficient, and the all-movable tail target rudder angle; The step of determining a second target deflection rate of the elevator according to the second preset deflection rate of the all-movable tail, the current all-movable tail rudder deflection angle, and the target elevator rudder deflection angle includes: The second target deflection rate is determined according to the second preset deflection rate, the current all-movable tail rudder deflection angle, the second preset adjustment coefficient and the elevator target deflection angle.

8. The method according to claim 1, characterized in that When the target aircraft is controlled to switch between elevator control and all-movable tail control according to the all-movable tail target rudder deflection angle or the elevator target rudder deflection angle, the elevator and the all-movable tail both rotate at a constant speed.

9. The method according to claim 1, characterized in that The obtaining of the critical Mach number, the first Mach number interval, and the second Mach number interval of the target aircraft comprises: Based on numerical simulation, the lift-Mach number curve, drag-Mach number curve and pitching moment coefficient-Mach number curve of the target aircraft are obtained; Obtaining a plurality of sub-critical Mach numbers, a plurality of first Mach number sub-intervals, and a plurality of second Mach number sub-intervals based on the slopes of the curves respectively; taking the minimum value among a plurality of sub-critical Mach numbers as the critical Mach number of the target aircraft; determining the first Mach number interval based on a union of a plurality of first Mach number subintervals and the critical Mach number; The second Mach number interval is determined based on a union of a plurality of second Mach number subintervals and the critical Mach number.

10. An integrated control device for an elevator and a fully movable tail, applied to an aircraft in which an elevator and a fully movable tail are integrated on the same tail, characterized in that: The device comprises: an acquisition module, configured to acquire a critical Mach number, a first Mach number interval, and a 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 further configured to acquire a target steering efficiency ratio of an elevator to a fully movable tailplane 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, and the target steering efficiency ratio is determined based on a ratio of an elevator steering efficiency to a fully movable tailplane steering efficiency within the preset Mach number range; a determination module for determining, when the target aircraft speed is within a first Mach number interval and the aircraft is in an elevator control state, a target rudder deflection angle for the all-movable tailplane based on the target rudder efficiency ratio, the current Mach number, and the current elevator rudder deflection angle; and for determining, when the target aircraft speed is within a second Mach number interval and the aircraft is in an elevator control state, a target rudder deflection angle for the all-movable tailplane based on the target rudder efficiency ratio, the current Mach number, and the current elevator rudder deflection angle; The control module controls the target aircraft to switch between elevator control and all-movable tail control according to the all-movable tail target rudder deflection angle or the elevator target rudder deflection angle.

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