Supercavitation navigation body tail vane control method, device and equipment and storage medium

Abstract

The invention discloses a supercavitation navigation body tail vane control method, device and equipment and a storage medium, and relates to the technical field of navigation device design, and the supercavitation navigation body tail vane control method comprises the following steps: carrying out adaptive adjustment on an external expansion angle of a tail vane according to the size of resistance borne by the tail vane so as to adjust the wetting condition of the tail vane, the external expansion angle is an included angle between the horizontal rudder plane of the tail rudder and the wall surface of the navigation body; and correspondingly adjusting the control torque and lift force of the tail vane according to the change condition of the external expansion angle and the wetting condition of the adjusted tail vane. The problems that in supercavitation navigation body control, the tail vane control force is insufficient, the tail vane resistance is large, and enough lift force cannot be provided can be solved.

Description

Technical Field

[0001] The present application relates to the technical field of aircraft design, and in particular to a method, device, equipment and storage medium for controlling a supercavitating vehicle tail rudder. Background Art

[0002] When a vehicle moves underwater, its surface pressure decreases. When the pressure drops to the saturated vapor pressure of the local water, tiny bubbles (commonly known as air nuclei) within the water rapidly expand, forming distinct bubbles of water vapor or other gases within the water. This process is called cavitation, and the resulting bubbles are also called cavitation bubbles. If the surface pressure of the vehicle decreases further, the resulting cavitation bubbles will grow larger, interconnecting with each other to form supercavitation bubbles that completely envelop the vehicle. The emergence of supercavitation bubbles can significantly reduce the viscous drag experienced by the vehicle during navigation.

[0003] Because conventional vehicles experience approximately 850 times more drag in water than in air, their underwater speeds rarely exceed 35m / s. The advent of supercavitation technology can significantly reduce drag and increase underwater speeds. Combined with advanced propulsion technology, these vehicles can achieve high-speed underwater travel.

[0004] The navigation of a supercavitating vehicle involves high-speed coupled flows of gas, vapor, and liquid phases. These phases exhibit significant density differences, resulting in distinct fluid dynamics. This, combined with the generation and collapse of cavitation, creates an extremely complex mechanical environment. Consequently, accurate prediction of cavitation behavior during navigation is difficult. If traditional air fins are used for stability control, the unpredictable flow field creates uncertainty about fin wetting. Consequently, the fins are unable to generate the desired control force under a given fin deflection, making it difficult to achieve stable control during straight-line navigation.

[0005] At present, the traditional solution is to use a tail rudder similar to an air rudder for stable control. This control method mainly has the following prominent problems: First, when the tail wet area of ​​the traditional tail rudder is large, it will significantly increase the resistance of the vehicle during navigation. If the tail wet area is small, although it can effectively reduce the increase in resistance caused by the tail rudder wetting, it cannot provide sufficient control force; second, the real-time cavitation interface at the tail of the vehicle is unclear, and the wet area of ​​the tail rudder cannot be quantified. Therefore, the rudder effect caused by rudder deviation during actual navigation cannot be predicted, making it difficult to achieve stable closed-loop control; third, during supercavitation navigation, only the head cavitator and the tail rudder of the entire vehicle are wetted by water, and cannot provide sufficient lift. Summary of the Invention

[0006] The present application provides a supercavitating vehicle tail rudder control method, device, equipment and storage medium, which can solve the problems of insufficient tail rudder control force, large tail rudder resistance and inability to provide sufficient lift in supercavitating vehicle control.

[0007] In a first aspect, an embodiment of the present application provides a method for controlling a supercavitating vehicle tail rudder, the method comprising the following steps: Adaptively adjusting the tail rudder's expansion angle according to the resistance applied to the tail rudder to adjust the wetting condition of the tail rudder, wherein the expansion angle is the angle between the horizontal rudder plane of the tail rudder and the wall of the vehicle; According to the change of the flare angle and the wetting condition of the adjusted rudder, the control torque and lift of the rudder are adjusted accordingly.

[0008] In conjunction with the first aspect, in one embodiment, the adaptively adjusting the outward angle of the rudder according to the resistance experienced by the rudder includes: Set the rudder preload and determine the magnitude of the rudder preload and incoming flow resistance in real time; When the incoming flow resistance is greater than the preload force, the outward expansion angle is reduced; when the incoming flow resistance is less than the preload force, the outward expansion angle is increased.

[0009] In combination with the first aspect, in one embodiment, the preload force is set according to the navigation speed, navigation depth, cavitator diameter and ventilation volume.

[0010] In combination with the first aspect, in one embodiment, adjusting the control torque and lift of the tail rudder according to the change in the flare angle and the wetness of the adjusted tail rudder includes: If only the vertical rudder of the tail rudder is wet, the control torque is provided by the vertical rudder alone; If both the horizontal and vertical rudders of the stern rudder are wet, the vertical rudder provides the control torque and the horizontal rudder provides the lift; When the incoming flow resistance is greater than the preload force and the expansion angle is reduced, the control torque is reduced; when the incoming flow resistance is less than the preload force and the expansion angle is increased, the control torque is increased.

[0011] In combination with the first aspect, in one embodiment, the pressure distribution of the horizontal rudder and the vertical rudder is monitored by a pressure sensor to determine the wetting conditions of the horizontal rudder and the vertical rudder.

[0012] In a second aspect, an embodiment of the present application provides a supercavitating vehicle tail rudder control device, the supercavitating vehicle tail rudder control device comprising: a rudder adjustment module, which adaptively adjusts the tail rudder's expansion angle according to the resistance of the tail rudder to adjust the wetting condition of the tail rudder, wherein the expansion angle is the angle between the horizontal rudder plane of the tail rudder and the wall of the vehicle; The wetting monitoring module is used to adjust the control torque and lift of the tail rudder according to the changes in the flare angle and the wetting condition of the tail rudder.

[0013] In conjunction with the second aspect, in one embodiment, the rudder adjustment module adaptively adjusts the outward expansion angle of the rudder according to the resistance applied to the rudder, including: Set the rudder preload and determine the magnitude of the rudder preload and incoming flow resistance in real time; When the incoming flow resistance is greater than the preload force, the outward expansion angle is reduced; when the incoming flow resistance is less than the preload force, the outward expansion angle is increased.

[0014] In conjunction with the second aspect, in one embodiment, the wetting monitoring module adjusts the control torque and lift of the tail rudder according to the change of the flare angle and the wetting condition of the adjusted tail rudder, including: If only the vertical rudder of the tail rudder is wet, the control torque is provided by the vertical rudder alone; If both the horizontal and vertical rudders of the stern rudder are wet, the vertical rudder provides the control torque and the horizontal rudder provides the lift; When the incoming flow resistance is greater than the preload force and the expansion angle is reduced, the control torque is reduced; when the incoming flow resistance is less than the preload force and the expansion angle is increased, the control torque is increased.

[0015] In a third aspect, an embodiment of the present application provides a supercavitation vehicle tail rudder control device, which includes a processor, a memory, and a supercavitation vehicle tail rudder control program stored in the memory and executable by the processor, wherein when the supercavitation vehicle tail rudder control program is executed by the processor, the steps of the above-mentioned supercavitation vehicle tail rudder control method are implemented.

[0016] In a fourth aspect, a computer-readable storage medium stores a supercavitation vehicle tail rudder control program, wherein when the supercavitation vehicle tail rudder control program is executed by a processor, the steps of the above-mentioned supercavitation vehicle tail rudder control method are implemented.

[0017] The beneficial effects of the technical solutions provided in the embodiments of the present application include at least: The supercavitating vehicle tail rudder control method in the present application adaptively adjusts the outward expansion angle of the tail rudder according to the magnitude of the resistance experienced by the tail rudder to adjust the wetting condition of the tail rudder, wherein the outward expansion angle is the angle between the horizontal rudder plane of the tail rudder and the wall of the vehicle; according to the change of the outward expansion angle and the wetting condition of the adjusted tail rudder, the control torque and lift of the tail rudder are adjusted accordingly.

[0018] Therefore, the tail rudder outward angle is adaptively adjusted according to the resistance size of the tail rudder, and the wetting degree of the tail rudder is controlled according to the adaptive adjustment, so as to solve the problems of insufficient tail rudder control force, large tail rudder resistance and inability to provide sufficient lift in the control of supercavitating vehicle with existing traditional tail rudder, and realize stable control of the supercavitating vehicle in straight flight. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a flow chart of an embodiment of a method for controlling a supercavitating vehicle tail rudder according to the present application; Figure 2 This is a schematic diagram of the structure of the tail rudder in this application; Figure 3 This is a schematic diagram of the structure of the navigation body and tail rudder of this application; Figure 4 This is a flowchart of step S1 of this application; Figure 5 This is a flowchart of step S2 of this application; Figure 6 This is a simulation diagram of the tail rudder part getting wet (providing control torque); Figure 7 This is a schematic diagram of the tail rudder part wetting simulation for this application (providing both control torque and lift); Figure 8 This is a structural block diagram of an embodiment of a supercavitating vehicle tail rudder control device of the present application; Figure 9 This is a schematic diagram of the hardware structure of the supercavitating vehicle tail rudder control device involved in the embodiment of the present application. DETAILED DESCRIPTION

[0020] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0021] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0022] In a first aspect, an embodiment of the present application provides a method for controlling a tail rudder of a supercavitating vehicle.

[0023] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of an embodiment of the supercavitation vehicle tail rudder control method of the present application. Figure 1As shown, the supercavitating vehicle tail rudder control method includes: S1. Adaptively adjusting the tail rudder's expansion angle according to the resistance applied to the tail rudder to adjust the wetting condition of the tail rudder, wherein the expansion angle is the angle between the horizontal rudder plane of the tail rudder and the wall of the vehicle; See also Figure 2 As shown, the tail rudder in this embodiment includes a vertical rudder and a horizontal rudder. Assuming the diameter of the vehicle is x, the design dimensions of the tail rudder are as follows: a maximum span of 0.077x and a chord length of 0.463x. Functionally, it is divided into two main parts: the vertical rudder, which has a span of 0.077x, a chord length of 0.154x, and a rudder surface area of ​​0.0445x2, primarily providing control torque; the horizontal rudder, which has a chord length of 0.309x and a rudder surface area of ​​0.0238x2, primarily providing lift.

[0024] The flare angle is the angle between the horizontal rudder plane of the tail rudder and the wall of the navigation body. The horizontal rudder plane refers to the top or bottom surface of the horizontal rudder. For details, see Figure 3 shown.

[0025] In this embodiment, the control of the tail rudder's outward angle is achieved by forming a dynamic balance between the preload force of the tail rudder and the resistance of the incoming flow to the tail rudder.

[0026] For specific implementation, see Figure 4 As shown, step S1 includes: S11. Setting the preload force of the rudder and determining the magnitude of the preload force and the incoming flow resistance in real time; In this embodiment, the preload force of the rudder can be changed in real time according to control requirements to meet control requirements under different working conditions. Specifically, the preload force can be set according to the sailing speed, sailing depth, cavitator diameter and ventilation volume.

[0027] S12. When the incoming flow resistance is greater than the preload force, reduce the outward expansion angle; when the incoming flow resistance is less than the preload force, increase the outward expansion angle.

[0028] It can be understood that the control method in this embodiment can adaptively adjust the tail rudder outward angle according to the resistance size of the tail rudder. The preload force of the tail rudder and the tail rudder resistance are dynamically balanced. When the tail rudder has a large wetted area and its resistance is greater than the preload force, the tail rudder is retracted and the outward angle is reduced; otherwise, the tail rudder is deployed and the outward angle is increased.

[0029] S2. Adjust the control torque and lift of the tail rudder accordingly according to the change of the flare angle and the wetness of the adjusted tail rudder.

[0030] Specifically, see Figure 5 As shown, step S2 includes: S21. If only the vertical rudder of the stern rudder is wet, the control torque is provided by the vertical rudder only; S22. If both the horizontal and vertical rudders of the stern rudder are wet, the vertical rudder provides the control torque and the horizontal rudder provides the lift; S23. When the incoming flow resistance is greater than the preload force and the expansion angle is reduced, the control torque is reduced; when the incoming flow resistance is less than the preload force and the expansion angle is increased, the control torque is increased.

[0031] In this embodiment, the degree of wetting of the tail rudder is controlled by adaptive adjustment. When only the vertical rudder is wet, the tail rudder provides almost no lift and only provides a control torque under a certain rudder deflection angle. When the vehicle's attitude deflection is large, causing the horizontal rudder to get wet, the tail rudder can provide sufficient lift on the basis of providing a control torque to restore the vehicle's attitude to a level state.

[0032] It is worth noting that the pressure distribution of the horizontal and vertical rudders can be monitored by pressure sensors to determine the wetness of the horizontal and vertical rudders. Of course, visual monitoring systems, acoustic sensors, etc. can also be used for monitoring, which will not be described in detail in this embodiment.

[0033] See also Figure 6 As shown, it is a schematic diagram of the tail rudder part wetting simulation (providing control torque); see Figure 7 As shown in FIG, it is a schematic diagram of the simulation of the tail rudder part being wet (providing control torque and lift at the same time).

[0034] Through the above steps, it can be seen that by controlling and adjusting the rudder preload, a dynamic balance between rudder drag and preload is achieved, thereby achieving adaptive adjustment of the rudder spread angle, providing the required control torque and lift for the vehicle. Compared with existing rudders for supercavitating vehicles, this can achieve adaptive adjustment of rudder control force, providing both control torque and sufficient lift to achieve lift-to-weight balance.

[0035] To sum up, the supercavitating vehicle tail rudder control method in the present application adaptively adjusts the outward expansion angle of the tail rudder according to the size of the resistance experienced by the tail rudder to adjust the wetting condition of the tail rudder, wherein the outward expansion angle is the angle between the horizontal rudder plane of the tail rudder and the wall of the vehicle; the wetting condition of the horizontal rudder and the vertical rudder of the tail rudder is monitored in real time, and the control torque and lift of the tail rudder are adjusted according to whether the horizontal rudder and the vertical rudder are wet.

[0036] Therefore, the tail rudder outward angle is adaptively adjusted according to the resistance size of the tail rudder, and the wetting degree of the tail rudder is controlled according to the adaptive adjustment, so as to solve the problems of insufficient tail rudder control force, large tail rudder resistance and inability to provide sufficient lift in the control of supercavitating vehicle with existing traditional tail rudder, and realize stable control of the supercavitating vehicle in straight flight.

[0037] In a second aspect, an embodiment of the present application also provides a supercavitating vehicle tail rudder control device.

[0038] In one embodiment, referring to Figure 8 , Figure 8 This is a functional module diagram of an embodiment of the supercavitation vehicle tail rudder control device of the present application. Figure 8 As shown, the supercavitating vehicle tail rudder control device includes a tail rudder adjustment module and a wetting monitoring module.

[0039] Among them, the tail rudder adjustment module adaptively adjusts the tail rudder's expansion angle according to the resistance of the tail rudder to adjust the wetting condition of the tail rudder. The expansion angle is the angle between the horizontal rudder plane of the tail rudder and the wall of the vehicle; The wetting monitoring module is used to adjust the control torque and lift of the tail rudder according to the changes in the flare angle and the wetting condition of the tail rudder.

[0040] Furthermore, in one embodiment, the rudder adjustment module adaptively adjusts the outward angle of the rudder according to the resistance of the rudder, including: Set the rudder preload and determine the magnitude of the rudder preload and incoming flow resistance in real time; When the incoming flow resistance is greater than the preload force, the outward expansion angle is reduced; when the incoming flow resistance is less than the preload force, the outward expansion angle is increased.

[0041] Furthermore, in one embodiment, the tail rudder adjustment module sets the preload force according to the navigation speed, navigation depth, cavitator diameter and ventilation volume.

[0042] Furthermore, in one embodiment, the wetting monitoring module adjusts the control torque and lift of the tail rudder accordingly according to the change of the flare angle and the wetting condition of the adjusted tail rudder, including: If only the vertical rudder of the tail rudder is wet, the control torque is provided by the vertical rudder alone; If both the horizontal and vertical rudders of the stern rudder are wet, the vertical rudder provides the control torque and the horizontal rudder provides the lift; When the incoming flow resistance is greater than the preload force and the expansion angle is reduced, the control torque is reduced; when the incoming flow resistance is less than the preload force and the expansion angle is increased, the control torque is increased.

[0043] Furthermore, in one embodiment, the pressure distribution of the horizontal rudder and the vertical rudder is monitored by a pressure sensor to determine the wetting condition of the horizontal rudder and the vertical rudder.

[0044] Among them, the functional implementation of each module in the above-mentioned supercavitating vehicle tail rudder control device corresponds to the various steps in the above-mentioned supercavitating vehicle tail rudder control method embodiment, and its functions and implementation processes will not be repeated here one by one.

[0045] In a third aspect, an embodiment of the present application provides a supercavitating vehicle tail rudder control device, which may be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0046] Reference Figure 9 , Figure 9 FIG. 1 is a schematic diagram of the hardware structure of a supercavitating vehicle tail rudder control device involved in an embodiment of the present application. In the embodiment of the present application, the supercavitating vehicle tail rudder control device may include a processor, a memory, a communication interface, and a communication bus.

[0047] The communication bus may be of any type and is used to interconnect the processor, memory, and communication interface.

[0048] Communication interfaces include input / output (I / O), physical, and logical interfaces, which interconnect components within the supercavitating vehicle's tail rudder control system and other devices (such as other computing devices or user devices). Physical interfaces can include Ethernet, fiber optic, and ATM interfaces; user devices can include displays and keyboards.

[0049] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0050] The processor may be a general-purpose processor that can invoke a supercavitating vehicle rudder control program stored in a memory and execute the supercavitating vehicle rudder control method provided in the embodiments of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The methods executed when the supercavitating vehicle rudder control program is invoked can be referenced to the various embodiments of the supercavitating vehicle rudder control method of the present application and will not be further described here.

[0051] Those skilled in the art will understand that Figure 9The hardware structure shown in the figure does not constitute a limitation to the present application and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0052] In a fourth aspect, an embodiment of the present application also provides a readable storage medium.

[0053] The readable storage medium of the present application stores a supercavitating vehicle tail rudder control program, wherein when the supercavitating vehicle tail rudder control program is executed by a processor, the steps of the supercavitating vehicle tail rudder control method as described above are implemented.

[0054] Among them, the method implemented when the supercavitating vehicle tail rudder control program is executed can refer to the various embodiments of the supercavitating vehicle tail rudder control method of the present application, and will not be repeated here.

[0055] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0056] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, or the part that contributes to the existing technology, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above and includes a number of instructions for enabling a terminal device to execute the methods described in each embodiment of this application.

[0057] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit the "first", "second" and "third" to different types.

[0058] In the description of the embodiments of this application, the words "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0059] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0060] In some processes described in the embodiments of the present application, multiple operations or steps are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed in sequence or in parallel, and these operations or steps may be combined.

[0061] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

[0062] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for controlling a supercavitating vehicle tail rudder, characterized in that: The supercavitating vehicle tail rudder control method comprises: Adaptively adjusting the tail rudder's expansion angle according to the resistance applied to the tail rudder to adjust the wetting condition of the tail rudder, wherein the expansion angle is the angle between the horizontal rudder plane of the tail rudder and the wall of the vehicle; According to the change of the flare angle and the wetting condition of the adjusted rudder, the control torque and lift of the rudder are adjusted accordingly.

2. The supercavitating vehicle tail rudder control method according to claim 1, characterized in that: The adaptive adjustment of the outward expansion angle of the rudder according to the resistance of the rudder comprises: Set the rudder preload and determine the rudder preload and flow resistance in real time. When the incoming flow resistance is greater than the preload force, the outward expansion angle is reduced; when the incoming flow resistance is less than the preload force, the outward expansion angle is increased.

3. The method for controlling a supercavitating vehicle tail rudder according to claim 2, wherein: The preload force is set according to the sailing speed, sailing depth, cavitator diameter and ventilation volume.

4. The supercavitating vehicle tail rudder control method according to claim 2, wherein: The adjusting the control torque and lift of the tail rudder according to the change of the flare angle and the wetness of the adjusted tail rudder includes: If only the vertical rudder of the stern rudder is wet, the control torque is provided by the vertical rudder only; If both the horizontal and vertical rudders of the stern rudder are wet, the vertical rudder provides the control torque and the horizontal rudder provides the lift; When the incoming flow resistance is greater than the preload force and the expansion angle is reduced, the control torque is reduced; when the incoming flow resistance is less than the preload force and the expansion angle is increased, the control torque is increased.

5. The method for controlling a supercavitating vehicle tail rudder according to claim 1, wherein: The pressure distribution of the horizontal rudder and the vertical rudder is monitored by pressure sensors to determine the wetting conditions of the horizontal rudder and the vertical rudder.

6. A supercavitating vehicle tail rudder control device, characterized in that: The supercavitating vehicle tail rudder control device comprises: a rudder adjustment module, which adaptively adjusts the tail rudder's expansion angle according to the resistance of the tail rudder to adjust the wetting condition of the tail rudder, wherein the expansion angle is the angle between the horizontal rudder plane of the tail rudder and the wall of the vehicle; The wetting monitoring module is used to adjust the control torque and lift of the tail rudder according to the changes in the flare angle and the wetting condition of the tail rudder.

7. The supercavitating vehicle tail rudder control device according to claim 6, characterized in that: The rudder adjustment module adaptively adjusts the outward expansion angle of the rudder according to the resistance of the rudder, including: Set the rudder preload and determine the rudder preload and flow resistance in real time. When the incoming flow resistance is greater than the preload force, the outward expansion angle is reduced; when the incoming flow resistance is less than the preload force, the outward expansion angle is increased.

8. The supercavitating vehicle tail rudder control device according to claim 6, characterized in that: The wetting monitoring module adjusts the control torque and lift of the tail rudder according to the change of the flare angle and the wetting condition of the adjusted tail rudder, including: If only the vertical rudder of the stern rudder is wet, the control torque is provided by the vertical rudder only; If both the horizontal and vertical rudders of the stern rudder are wet, the vertical rudder provides the control torque and the horizontal rudder provides the lift; When the incoming flow resistance is greater than the preload force and the expansion angle is reduced, the control torque is reduced; when the incoming flow resistance is less than the preload force and the expansion angle is increased, the control torque is increased.

9. A supercavitating vehicle tail rudder control device, characterized in that: The supercavitating vehicle tail rudder control device includes a processor, a memory, and a supercavitating vehicle tail rudder control program stored in the memory and executable by the processor, wherein when the supercavitating vehicle tail rudder control program is executed by the processor, the steps of the supercavitating vehicle tail rudder control method according to any one of claims 1 to 5 are implemented.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a supercavitating vehicle tail rudder control program, wherein when the supercavitating vehicle tail rudder control program is executed by the processor, the steps of the supercavitating vehicle tail rudder control method according to any one of claims 1 to 5 are implemented.

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