A supercavitation vehicle tail rudder control method, device, equipment and storage medium

Abstract

The application discloses a supercavitation vehicle tail rudder control method, device and equipment and a storage medium, relates to the technical field of aircraft design, and the supercavitation vehicle tail rudder control method comprises the following steps: according to the size of the resistance suffered by the tail rudder, the outspread angle of the tail rudder is adaptively adjusted, so that the wet condition of the tail rudder is adjusted, and the outspread angle is the included angle between the horizontal rudder plane of the tail rudder and the wall surface of the vehicle; according to the outspread angle change condition and the wet condition of the adjusted tail rudder, the control moment and the lift of the tail rudder are correspondingly adjusted. The application can solve the problems of insufficient tail rudder control force, large tail rudder resistance and the inability to provide sufficient lift in the control of the supercavitation vehicle.

Description

Technical Field

[0001] This application relates to the field of aircraft design technology, specifically to a tail rudder control method, device, equipment, and storage medium for a supercavitating aircraft. Background Technology

[0002] When a vehicle moves underwater, its surface pressure decreases. When the pressure drops to the local saturated vapor pressure of the water, the tiny air bubbles (commonly called gas nuclei) already present inside the water will rapidly expand, forming distinct bubbles containing water vapor or other gases. This process is called cavitation, and the resulting bubbles are called cavitation bubbles. If the surface pressure of the vehicle decreases further, the cavitation bubbles will become larger and interconnected, forming supercavitation bubbles that completely enclose the vehicle. The appearance of supercavitation bubbles can significantly reduce the viscous drag of the vehicle during navigation.

[0003] Because the drag of a conventional vehicle in water is approximately 850 times that in air, its underwater speed is unlikely to exceed 35 m / s. The advent of supercavitation technology can significantly reduce drag and increase underwater speed. Combined with advanced propulsion technology, this allows for high-speed underwater navigation.

[0004] Supercavitating vehicles involve high-speed coupled flow of three-phase media (gas, vapor, and liquid) during navigation. The density differences between these phases are significant, and their hydrodynamic characteristics vary considerably. Furthermore, the generation and collapse of cavitation bubbles are involved, creating an extremely complex mechanical environment. Therefore, cavitation changes during navigation are difficult to predict accurately. If traditional air rudders are used for stabilization, the unpredictability of the flow field leads to unknown rudder wetting conditions, preventing the rudder from generating the required control force at a specified deflection. Consequently, stable control during straight-line navigation becomes difficult.

[0005] The current traditional solution is to use a tail rudder similar to an aerodynamic rudder for stabilization control. This control method has the following prominent problems: First, when the wetted area of ​​the tail rudder is large, it will significantly increase the drag of the vehicle. If the wetted area is small, although it can effectively reduce the increase in drag caused by the wetted tail rudder, it cannot provide sufficient control force. Second, the real-time cavitation interface at the tail of the vehicle is unclear, and the wetted area of ​​the tail rudder cannot be quantified. Therefore, the rudder effect produced by rudder deflection during actual navigation is unpredictable, making it difficult to achieve stable closed-loop control. Third, during supercavitating navigation, only the cavitator at the front and the tail rudder of the entire vehicle are wetted by water, which cannot provide sufficient lift. Summary of the Invention

[0006] This application provides a tail rudder control method, device, equipment, and storage medium for supercavitating vehicles, which can solve the problems of insufficient tail rudder control force, high tail rudder drag, and inability to provide sufficient lift in the control of supercavitating vehicles.

[0007] In a first aspect, embodiments of this application provide a tail rudder control method for a supercavitating vehicle, the tail rudder control method for a supercavitating vehicle comprising the following steps: The outward expansion angle of the tail rudder is adaptively adjusted according to the magnitude of the resistance it experiences, in order to adjust the wetting condition of the tail rudder. The outward expansion angle is the angle between the horizontal rudder plane of the tail rudder and the surface of the vehicle body. Based on the changes in the outward expansion angle and the wetness of the adjusted tail rudder, the control torque and lift of the tail rudder are adjusted accordingly.

[0008] In conjunction with the first aspect, in one embodiment, the adaptive adjustment of the tail rudder's spread angle based on the magnitude of the drag experienced by the tail rudder includes: Set the tail rudder preload and judge the magnitude of the tail rudder preload and the incoming flow resistance in real time; When the incoming flow resistance is greater than the preload, decrease the outward expansion angle; when the incoming flow resistance is less than the preload, increase the outward expansion angle.

[0009] In conjunction with the first aspect, in one implementation, the preload is set according to the sailing speed, sailing depth, cavitation diameter, and air volume.

[0010] In conjunction with the first aspect, in one embodiment, adjusting the control torque and lift of the tail rudder according to the change in the divergence angle and the wetting status of the adjusted tail rudder includes: If only the vertical rudder of the tail rudder gets wet, the configuration will provide control torque only from the vertical rudder; If both the horizontal and vertical rudders of the tail rudder are wet, the configuration is such that the vertical rudder provides the control torque and the horizontal rudder provides the lift. Furthermore, when the incoming flow resistance is greater than the preload, the control torque is reduced by decreasing the expansion angle; when the incoming flow resistance is less than the preload, the control torque is increased by increasing the expansion angle.

[0011] In conjunction with the first aspect, in one implementation, the pressure distribution of the horizontal and vertical rudders is monitored by a pressure sensor to determine the wetting status of the horizontal and vertical rudders.

[0012] Secondly, embodiments of this application provide a tail rudder control device for a supercavitating vehicle, the tail rudder control device comprising: The tail rudder adjustment module adaptively adjusts the outward expansion angle of the tail rudder according to the magnitude of the resistance it experiences, so as to adjust the wetting condition of the tail rudder. The outward expansion angle is the angle between the horizontal rudder plane of the tail rudder and the wall of the vehicle body. The wetting monitoring module is used to adjust the control torque and lift of the tail rudder according to the changes in the spread angle and the wetting status of the tail rudder.

[0013] In conjunction with the second aspect, in one embodiment, the tail rudder adjustment module adaptively adjusts the tail rudder's spread angle according to the magnitude of the resistance experienced by the tail rudder, including: Set the tail rudder preload and judge the magnitude of the tail rudder preload and the incoming flow resistance in real time; When the incoming flow resistance is greater than the preload, decrease the outward expansion angle; when the incoming flow resistance is less than the preload, increase the outward expansion angle.

[0014] In conjunction with the second aspect, in one embodiment, the wetting monitoring module adjusts the control torque and lift of the tail rudder accordingly based on the change in the spread angle and the wetting status of the adjusted tail rudder, including: If only the vertical rudder of the tail rudder gets wet, the configuration will provide control torque only from the vertical rudder; If both the horizontal and vertical rudders of the tail rudder are wet, the configuration is such that the vertical rudder provides the control torque and the horizontal rudder provides the lift. Furthermore, when the incoming flow resistance is greater than the preload, the control torque is reduced by decreasing the expansion angle; when the incoming flow resistance is less than the preload, the control torque is increased by increasing the expansion angle.

[0015] Thirdly, embodiments of this application provide a supercavitating vehicle tail rudder control device, the supercavitating vehicle tail rudder control device including 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 described above are implemented.

[0016] Fourthly, a computer-readable storage medium stores a supercavitating vehicle tail rudder control program thereon, wherein when the supercavitating vehicle tail rudder control program is executed by a processor, it implements the steps of the supercavitating vehicle tail rudder control method described above.

[0017] The beneficial effects of the technical solutions provided in this application include at least the following: The tail rudder control method for supercavitating vehicles in this application adaptively adjusts the outward expansion angle of the tail rudder according to the magnitude of the resistance it experiences, thereby adjusting the wetting condition of the tail rudder. The outward expansion angle is the angle between the horizontal rudder plane of the tail rudder and the surface of the vehicle. Based on the change in the outward expansion angle and the adjusted wetting condition of the tail rudder, the control torque and lift of the tail rudder are adjusted accordingly.

[0018] Therefore, by adaptively adjusting the tail rudder's outward spread angle based on the magnitude of the drag it experiences, and controlling the tail rudder's wetting degree according to the adaptive adjustment, the problems of insufficient tail rudder control force, high tail rudder drag, and inability to provide sufficient lift in the control of supercavitating vehicles can be solved, thus achieving stable control of supercavitating vehicles in straight-line navigation. Attached Figure Description

[0019] Figure 1 This is a flowchart illustrating an embodiment of the tail rudder control method for a supercavitating vehicle according to this application; Figure 2 This is a schematic diagram of the tail rudder structure of this application; Figure 3 This is a schematic diagram of the structure of the aircraft body and tail rudder in this application; Figure 4 This is a flowchart of step S1 of this application; Figure 5 This is a flowchart of step S2 in this application; Figure 6 This is a simulation diagram of the tail rudder section getting wet (to provide control torque). Figure 7 This is a simulation diagram of the tail rudder section getting wet (also providing control torque and lift). Figure 8 This is a structural block diagram of an embodiment of the tail rudder control device for a supercavitating vehicle according to this application; Figure 9 This is a schematic diagram of the hardware structure of the tail rudder control device for a supercavitating vehicle involved in the embodiments of this application. Detailed Implementation

[0020] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

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

[0022] In a first aspect, embodiments of this application provide a tail rudder control method for a supercavitating vehicle.

[0023] In one embodiment, reference is made to Figure 1 , Figure 1 This is a schematic flowchart illustrating an embodiment of the tail rudder control method for a supercavitating vehicle according to this application. Figure 1As shown, the tail rudder control method for supercavitating vehicles includes: S1. The outward expansion angle of the tail rudder is adaptively adjusted according to the magnitude of the resistance encountered by the tail rudder, so as to adjust the wetting condition of the tail rudder. The outward expansion angle is the angle between the horizontal rudder plane of the tail rudder and the wall of the vehicle body. See Figure 2 As shown, the tail rudder in this embodiment includes a vertical rudder and a horizontal rudder. With the diameter of the aircraft body set to x, the tail rudder's design dimensions are as follows: maximum span 0.077x, chord length 0.463x. Functionally, it is divided into two main parts: a vertical rudder and a horizontal rudder. The vertical rudder has a span of 0.077x, a chord length of 0.154x, and a surface area of ​​0.0445x², primarily providing control torque; the horizontal rudder has a chord length of 0.309x and a surface area of ​​0.0238x², primarily providing lift.

[0024] The outward expansion angle is the angle between the horizontal plane of the tail rudder and the surface of the aircraft body. The horizontal plane refers to the top or bottom surface of the horizontal rudder; see [link to relevant documentation] for details. Figure 3 As shown.

[0025] In this embodiment, the tail rudder's outward expansion angle is controlled by dynamically balancing the preload of the tail rudder with the resistance of the incoming flow.

[0026] For specific implementation details, please refer to [link / reference]. Figure 4 As shown, step S1 includes: S11. Set the tail rudder preload and judge the magnitude of the tail rudder preload and the incoming flow resistance in real time. In this embodiment, the preload of the tail rudder can be varied in real time according to control requirements to meet control needs under different operating conditions. Specifically, the preload can be set according to the sailing speed, sailing depth, cavitation diameter, and airflow.

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

[0028] It is understandable that the control method in this embodiment can adaptively adjust the tail rudder's spread angle based on the magnitude of the resistance it experiences. The tail rudder's preload and resistance are dynamically balanced. When the tail rudder's wetted area is larger, causing its resistance to be greater than the preload, the tail rudder contracts and the spread angle decreases; conversely, the tail rudder expands and the spread angle increases.

[0029] S2. Adjust the control torque and lift of the tail rudder according to the changes in the outward expansion 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 tail rudder gets wet, the configuration will provide control torque only from the vertical rudder. S22. If both the horizontal and vertical rudders of the tail rudder are wet, the vertical rudder shall provide the control torque and the horizontal rudder shall provide the lift. S23. When the incoming flow resistance is greater than the preload, decrease the control torque when the outward expansion angle is reduced; when the incoming flow resistance is less than the preload, increase the control torque when the outward expansion angle is increased.

[0031] In this embodiment, the tail rudder is adaptively adjusted to control the degree of wetting. When only the vertical rudder is wet, the tail rudder provides almost no lift and only provides control torque at a certain rudder deflection angle. When the attitude of the vehicle body is large and the horizontal rudder is wet, the tail rudder can provide sufficient lift in addition to providing control torque, so that the attitude of the vehicle body can be leveled.

[0032] It is worth noting that the pressure distribution of the horizontal and vertical rudders can be monitored using pressure sensors to determine their wetting status. Of course, visual monitoring systems, acoustic sensors, and other methods can also be used for monitoring, but these will not be elaborated upon in this embodiment.

[0033] See Figure 6 The diagram shown is a simulation illustration of the tail rudder section getting wet (providing control torque); see also Figure 7 As shown, it is a simulation diagram of the tail rudder getting wet (providing both control torque and lift).

[0034] As demonstrated by the above steps, by controlling and adjusting the tail rudder preload, a dynamic balance between tail rudder drag and preload is achieved, thereby enabling adaptive adjustment of the tail rudder spread angle and providing the necessary control torque and lift for the vehicle. Compared with existing traditional supercavitating vehicle tail rudders, this method can achieve adaptive adjustment of tail rudder control force, providing sufficient lift while delivering control torque to meet lift-weight balance requirements.

[0035] In summary, the tail rudder control method for supercavitating vehicles in this application adaptively adjusts the outward expansion angle of the tail rudder based on the magnitude of the drag it experiences, thereby adjusting the wetting status of the tail rudder. The outward expansion angle is the angle between the horizontal rudder plane of the tail rudder and the surface of the vehicle. The method also monitors the wetting status of the horizontal and vertical rudders of the tail rudder in real time and adjusts the control torque and lift of the tail rudder based on whether the horizontal and vertical rudders are wet.

[0036] Therefore, by adaptively adjusting the tail rudder's outward spread angle based on the magnitude of the drag it experiences, and controlling the tail rudder's wetting degree according to the adaptive adjustment, the problems of insufficient tail rudder control force, high tail rudder drag, and inability to provide sufficient lift in the control of supercavitating vehicles can be solved, thus achieving stable control of supercavitating vehicles in straight-line navigation.

[0037] Secondly, embodiments of this application also provide a tail rudder control device for a supercavitating aircraft.

[0038] In one embodiment, reference is made to Figure 8 , Figure 8 This is a functional module diagram of an embodiment of the tail rudder control device for a supercavitating aircraft according to this application. Figure 8 As shown, the tail rudder control device for a supercavitating vehicle includes a tail rudder adjustment module and a wetting monitoring module.

[0039] Among them, the tail rudder adjustment module adaptively adjusts the outward expansion angle of the tail rudder according to the magnitude of the resistance encountered by the tail rudder, so as to adjust the wetting condition of the tail rudder. The outward expansion angle is the angle between the horizontal rudder plane of the tail rudder and the wall of the vehicle body. The wetting monitoring module is used to adjust the control torque and lift of the tail rudder according to the changes in the spread angle and the wetting status of the tail rudder.

[0040] Furthermore, in one embodiment, the tail rudder adjustment module adaptively adjusts the tail rudder's spread angle according to the magnitude of the resistance experienced by the tail rudder, including: Set the tail rudder preload and judge the magnitude of the tail rudder preload and the incoming flow resistance in real time; When the incoming flow resistance is greater than the preload, decrease the outward expansion angle; when the incoming flow resistance is less than the preload, increase the outward expansion angle.

[0041] Furthermore, in one embodiment, the tail rudder adjustment module sets the preload force according to the sailing speed, sailing depth, cavitation diameter, and airflow.

[0042] Furthermore, in one embodiment, the wetting monitoring module adjusts the control torque and lift of the tail rudder accordingly based on the change in the spread angle and the wetting status of the adjusted tail rudder, including: If only the vertical rudder of the tail rudder gets wet, the configuration will provide control torque only from the vertical rudder; If both the horizontal and vertical rudders of the tail rudder are wet, the configuration is such that the vertical rudder provides the control torque and the horizontal rudder provides the lift. Furthermore, when the incoming flow resistance is greater than the preload, the control torque is reduced by decreasing the expansion angle; when the incoming flow resistance is less than the preload, the control torque is increased by increasing the expansion angle.

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

[0044] The functions of each module in the aforementioned supercavitating vehicle tail rudder control device correspond to the steps in the aforementioned supercavitating vehicle tail rudder control method embodiment, and their functions and implementation processes will not be described in detail here.

[0045] Thirdly, embodiments of this application provide a tail rudder control device for a supercavitating vehicle. The tail rudder control device for a supercavitating vehicle can be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

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

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

[0048] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the tail rudder control equipment of the supercavitating vehicle, as well as interfaces used for interconnecting the tail rudder control equipment with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0049] 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 can be a general-purpose processor, which can call the tail rudder control program of the supercavitating vehicle stored in the memory and execute the tail rudder control method of the supercavitating vehicle provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the tail rudder control program of the supercavitating vehicle is called can be referred to the various embodiments of the tail rudder control method of the supercavitating vehicle of this application, and will not be repeated here.

[0051] Those skilled in the art will understand that Figure 9The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0052] Fourthly, embodiments of this application also provide a readable storage medium.

[0053] The present application has a storage medium storing a supercavitating vehicle tail rudder control program, wherein when the supercavitating vehicle tail rudder control program is executed by a processor, it implements the steps of the supercavitating vehicle tail rudder control method described above.

[0054] The method implemented when the tail rudder control program of the supercavitating vehicle is executed can be referred to in various embodiments of the tail rudder control method of the supercavitating vehicle of this application, and will not be repeated here.

[0055] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0056] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. 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, in essence, or the part that contributes to the prior art, 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 several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0057] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

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

[0059] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0060] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0061] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A tail rudder control method for a supercavitating vehicle, characterized in that, The tail rudder control method for the supercavitating vehicle includes: The outward expansion angle of the tail rudder is adaptively adjusted according to the magnitude of the resistance encountered by the tail rudder in order to adjust the wetting condition of the tail rudder. The outward expansion angle is the angle between the horizontal rudder plane of the tail rudder and the wall of the vehicle body. Based on the changes in the outward expansion angle and the wetness of the adjusted tail rudder, the control torque and lift of the tail rudder are adjusted accordingly. The adaptive adjustment of the tail rudder's spread angle based on the magnitude of the drag experienced by the tail rudder includes: Set the tail rudder preload and judge the magnitude of the tail rudder preload and the incoming flow resistance in real time; When the incoming flow resistance is greater than the preload, decrease the outward expansion angle; when the incoming flow resistance is less than the preload, increase the outward expansion angle. The preload force is set according to the sailing speed, sailing depth, cavitation diameter, and air volume. The adjustment of the tail rudder's control torque and lift based on changes in the divergence angle and the adjusted tail rudder's wetting status includes: If only the vertical rudder of the tail rudder gets wet, the configuration will provide control torque only from the vertical rudder; If both the horizontal and vertical rudders of the tail rudder are wet, the configuration is such that the vertical rudder provides the control torque and the horizontal rudder provides the lift. Furthermore, when the incoming flow resistance is greater than the preload, the control torque is reduced by decreasing the expansion angle; when the incoming flow resistance is less than the preload, the control torque is increased by increasing the expansion angle.

2. The tail rudder control method for a supercavitating vehicle as described in claim 1, characterized in that: Pressure sensors are used to monitor the pressure distribution of the horizontal and vertical rudders to determine their wetting status.

3. A tail rudder control device for a supercavitating aircraft, characterized in that, The tail rudder control device for the supercavitating vehicle includes: The tail rudder adjustment module adaptively adjusts the outward expansion angle of the tail rudder according to the magnitude of the resistance it experiences, so as to adjust the wetting condition of the tail rudder. The outward expansion angle is the angle between the horizontal rudder plane of the tail rudder and the wall of the vehicle body. The wetting monitoring module is used to adjust the control torque and lift of the tail rudder according to the changes in the spread angle and the wetting status of the tail rudder. The tail rudder adjustment module adaptively adjusts the tail rudder's outward spread angle based on the magnitude of the drag experienced by the tail rudder, including: Set the tail rudder preload and judge the magnitude of the tail rudder preload and the incoming flow resistance in real time; When the incoming flow resistance is greater than the preload, decrease the outward expansion angle; when the incoming flow resistance is less than the preload, increase the outward expansion angle. The preload force is set according to the sailing speed, sailing depth, cavitation diameter, and air volume. The wetting monitoring module adjusts the control torque and lift of the tail rudder accordingly based on changes in the divergence angle and the wetting status of the adjusted tail rudder, including: If only the vertical rudder of the tail rudder gets wet, the configuration will provide control torque only from the vertical rudder; If both the horizontal and vertical rudders of the tail rudder are wet, the configuration is such that the vertical rudder provides the control torque and the horizontal rudder provides the lift. Furthermore, when the incoming flow resistance is greater than the preload, the control torque is reduced by decreasing the expansion angle; when the incoming flow resistance is less than the preload, the control torque is increased by increasing the expansion angle.

4. A tail rudder control device for a supercavitating aircraft, 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, it implements the steps of the supercavitating vehicle tail rudder control method as described in claim 1 or 2.

5. 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 a processor, it implements the steps of the supercavitating vehicle tail rudder control method as described in claim 1 or 2.

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