Electric thruster, aircraft and swarm control method
By capturing and ionizing rarefied atmospheric gases in the electric thruster to generate thrust, the problem of propellant dependence in low atmospheric density environments of traditional electric thrusters is solved, enabling long-term missions and cost reduction, while improving the robustness and applicability of the system.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- SHANGHAI UNIV
- Filing Date
- 2025-07-14
- Publication Date
- 2026-06-23
AI Technical Summary
Traditional electric thrusters require a large amount of scarce and expensive propellant to be carried in low atmospheric density environments, which increases launch mass and cost, and cannot be continuously resupplyed in orbit, thus limiting mission duration and applicability.
Design an electric thruster that generates thrust by capturing and ionizing gases in a rarefied atmosphere. Utilize components such as vortex molecular pumps and ionization chambers to achieve gas capture and acceleration, reducing dependence on propellants.
It enables long-term missions to be completed without carrying large amounts of propellant in low atmospheric density environments, reducing launch mass and cost, expanding the scope of application, and improving system robustness and scalability through cluster control methods.
Smart Images
Figure CN120606972B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of aircraft technology, and in particular to an electric thruster, an aircraft, and a cluster control method based on the capture of rarefied atmosphere. Background Technology
[0002] In low atmospheric density environments (such as low Earth orbit and Martian atmospheric orbit), the propulsion system of a spacecraft needs to adapt to conditions such as thin gas, high radiation, and extreme temperatures. However, traditional electric thrusters must carry a large amount of scarce and expensive propellants such as xenon with the spacecraft, which greatly increases the launch mass and cost. Furthermore, the spacecraft cannot continuously replenish propellants in the orbital environment, resulting in limited mission cycles and scope of application. Summary of the Invention
[0003] The purpose of this invention is to provide an electric thruster, an aircraft, and a cluster control method that can capture gas in a thin atmosphere and accelerate it to generate thrust after ionization. This eliminates the need for the aircraft to carry a large amount of propellant, enables long-term missions, has a wider range of applications, and solves the problems existing in the prior art.
[0004] To achieve the above objectives, the present invention provides the following solution:
[0005] This invention provides an electric thruster, including a propulsion body, a capture mechanism, and a propulsion device. The propulsion body includes a gas inlet and an ion outlet disposed at both ends of the propulsion body. The gas inlet is connected to the external environment to allow gas to enter the propulsion body, and the ion outlet is connected to the external environment. The capture mechanism is disposed within the propulsion body near the gas inlet and is capable of capturing the gas in the thin atmosphere. The propulsion device is disposed within the propulsion body near the ion outlet and is connected to the capture mechanism. The propulsion device is capable of ionizing the gas captured by the capture mechanism to obtain ambient gas ions, and accelerating the ambient gas ions before expelling them from the ion outlet.
[0006] In some embodiments, the capture mechanism includes a vortex molecular pump and a vortex pump. The vortex molecular pump is disposed at the gas inlet, and its inlet is connected to the gas inlet. It is used to capture the gas in the rarefied atmosphere and pressurize the gas. The vortex pump is disposed at the gas inlet and is located further away from the gas inlet than the vortex molecular pump. The inlet of the vortex pump is connected to the outlet of the vortex molecular pump, and the outlet of the vortex pump is connected to the propulsion device. The vortex pump is used to regulate the flow rate of the gas captured by the vortex molecular pump.
[0007] In some embodiments, the capture mechanism further includes a filter plate disposed between the gas inlet and the vortex molecular pump, the filter plate having a plurality of through holes evenly distributed thereon to allow only the gas to pass through.
[0008] In some embodiments, the propulsion device includes an ionization chamber, an ionization device, and an electromagnetic coil. The inlet of the ionization chamber is connected to the capture mechanism, and the outlet of the ionization chamber is the ion outlet. The ionization device is disposed within the ionization chamber and has a discharge electrode capable of ionizing the gas into ambient gas ions. The electromagnetic coil is disposed within the ionization chamber and fitted around the outer periphery of the ionization device. The radial cross-section of the electromagnetic coil is parallel to the ion outlet. The ionization device is disposed within the electromagnetic coil and away from the ion outlet. When the electromagnetic coil is energized, it forms an electric field that accelerates the ambient gas ions, causing them to be ejected at high speed from the ion outlet, generating thrust.
[0009] In some embodiments, the electric thruster further includes a first pressure-stabilizing chamber, a first valve, a second pressure-stabilizing chamber, a second valve, and an electric thruster housing. The first pressure-stabilizing chamber is disposed within the propulsion body, and its inlet is connected to the outlet of the vortex pump. The inlet of the first valve is connected to the outlet of the first pressure-stabilizing chamber. The second pressure-stabilizing chamber is disposed within the propulsion body, and its inlet is connected to the outlet of the first valve. A pressure detection device is disposed within the second pressure-stabilizing chamber for detecting the air pressure inside. The inlet of the second valve is connected to the outlet of the second pressure-stabilizing chamber, and its outlet is connected to the inlet of the ionization chamber. Both the first valve and the second valve are communicatively connected to the pressure detection device. The electric thruster housing is disposed outside the propulsion body.
[0010] The present invention also provides an aircraft, including an aircraft body, a plurality of electric thrusters as described above, a plurality of steering mechanisms, and a control module. The aircraft body includes a sidewall, a top surface, and a bottom surface. The plurality of electric thrusters are evenly distributed around the sidewall in a circumferential direction. The number of steering mechanisms corresponds one-to-one with the number of electric thrusters. Each steering mechanism is used to connect one of the electric thrusters to a set position on the sidewall. The steering mechanism can adjust the angle between the electric thruster connected to the steering mechanism and the sidewall. The control module is disposed inside the aircraft body, and the detection probe of the control module extends outside the aircraft body for detecting environmental information. The control module is communicatively connected to each of the electric thrusters and each of the steering mechanisms.
[0011] In some embodiments, the aircraft body further includes a first propulsion mechanism and a second propulsion mechanism. The first propulsion mechanism is disposed inside the aircraft body and includes a first thrust outlet located on the top surface and communicating with the external environment. The first propulsion mechanism provides the aircraft with thrust from the top surface to the bottom surface. The second propulsion mechanism is disposed inside the aircraft body and includes a second thrust outlet located on the bottom surface and communicating with the external environment. The second propulsion mechanism provides the aircraft with thrust from the bottom surface to the top surface.
[0012] In some embodiments, the first propulsion mechanism includes a first propellant receiving device and a first throttle valve. The outlet of the first propellant receiving device is connected to the inlet of the first throttle valve, and the outlet of the first throttle valve is connected to the first thrust outlet. The first throttle valve controls the propellant flow rate from the first propellant receiving device to the first thrust outlet, thereby controlling the thrust of the first propulsion mechanism. The second propulsion mechanism includes a second propellant receiving device and a second throttle valve. The outlet of the second propellant receiving device is connected to the inlet of the second throttle valve, and the outlet of the second throttle valve is connected to the second thrust outlet. The second throttle valve controls the propellant flow rate from the second propellant receiving device to the second thrust outlet, thereby controlling the thrust of the second propulsion mechanism.
[0013] In some embodiments, the aircraft body further includes an aircraft shell, and both the first thrust outlet and the second thrust outlet are disposed on the aircraft shell.
[0014] The present invention also provides a cluster control method for controlling the aforementioned aircraft, comprising:
[0015] The control modules of the multiple aircraft are connected in communication.
[0016] Each of the aforementioned aircraft controls itself based on the status of another nearby aircraft and the environmental information.
[0017] The present invention achieves the following technical effects compared to the prior art:
[0018] The electric thruster provided by this invention can capture gas in the thin atmosphere through a capture mechanism, and accelerate the environmental gas ions generated after the gas is ionized through a propulsion device connected to the capture mechanism to generate thrust. It does not require the aircraft to carry a large amount of propellant, and can adapt to low atmospheric density environments while completing long-term missions, thus increasing the applicability of electric thrusters.
[0019] The aircraft provided by this invention uses the aforementioned electric thruster and adjusts the thrust direction of the electric thruster through a steering mechanism, which can reduce the propellant carried by the aircraft, thereby greatly reducing the launch mass and cost of the aircraft. At the same time, since the aircraft can capture gas in the thin atmosphere as propellant, it can adapt to low atmospheric density environments and complete long-term missions, thus increasing the applicability of the aircraft.
[0020] Centralized controllers suffer from single-point-of-failure issues, making it difficult to control all aircraft. A failure in such a controller could paralyze the entire propulsion system. Furthermore, individual aircraft lack self-organizing and adaptive decision-making capabilities based on local information, resulting in insufficient system robustness and scalability. The cluster control method provided in this invention interconnects aircraft, eliminating the need for a central controller. Individual aircraft can make independent decisions based on the states of neighboring aircraft and the environment, reducing the vulnerability of the aircraft system. Attached Figure Description
[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0022] Figure 1 This is a front view of an electric thruster provided in Embodiment 1 of the present invention;
[0023] Figure 2 for Figure 1 AA cross-sectional view of the electric thruster;
[0024] Figure 3 This is a top view of the aircraft provided in Embodiment 2 of the present invention;
[0025] Figure 4 This is a bottom view of the aircraft provided in Embodiment 2 of the present invention;
[0026] Figure 5 This is a schematic diagram of the overall structure of the aircraft body in Embodiment 2 of the present invention;
[0027] Figure 6 This is a schematic diagram of the structure of the aircraft body after the aircraft shell has been removed in Embodiment 2 of the present invention;
[0028] Figure 7 This is a schematic diagram of multiple aircraft housed in the mounting box in Embodiment 3 of the present invention.
[0029] In the diagram: 100-Electric thruster; 10-Propulsion body; 101-Gas inlet; 102-Ion outlet; 11-Capture mechanism; 111-Vortex molecular pump; 112-Vortex pump; 113-Filter plate; 12-Propulsion device; 121-Ionization chamber; 122-Ionization device; 123-Electromagnetic coil; 13-First pressure regulating chamber; 14-First valve; 15-Second pressure regulating chamber; 151-Pressure detection device; 16-Second valve; 17-Electric thruster casing; 200-Aircraft; 20-Aircraft body; 21-Servo motor; 22-Control module; 23-First propulsion mechanism; 231-First propellant container; 232-First throttle valve; 233-First thrust outlet; 24-Second propulsion mechanism; 241-Second propellant container; 242-Second throttle valve; 243-Second thrust outlet; 25-Aircraft casing. Detailed Implementation
[0030] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0031] The purpose of this invention is to provide an electric thruster, aircraft, and cluster control method based on rarefied atmosphere capture, which can capture gas in rarefied atmosphere and accelerate the gas to generate thrust after ionization. It does not require the aircraft to carry a large amount of propellant, can complete long-term missions, has a wider range of applications, and solves the problems existing in the prior art.
[0032] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the following description is provided in conjunction with the accompanying drawings. Figures 1-7 The present invention will be further described in detail below with reference to specific embodiments.
[0033] Example 1
[0034] This embodiment provides an electric thruster 100, for reference... Figures 1-2The system includes a propulsion body 10, a capture mechanism 11, and a propulsion device 12. The propulsion body 10 includes a gas inlet 101 and an ion outlet 102 located at both ends of the propulsion body 10. The gas inlet 101 is connected to the external environment to allow gas to enter the propulsion body 10, and the ion outlet 102 is connected to the external environment. The capture mechanism 11 is located inside the propulsion body 10 near the gas inlet 101 and is capable of capturing gas in the thin atmosphere. The propulsion device 12 is located inside the propulsion body 10 near the ion outlet 102 and is connected to the capture mechanism 11. The propulsion device 12 is capable of ionizing the gas captured by the capture mechanism 11 to obtain ambient gas ions and accelerating the ambient gas ions before discharging them from the ion outlet 102. The electric thruster 100 provided in this embodiment can capture gas in the thin atmosphere through the capture mechanism 11 in missions in low atmospheric density environments, such as low Earth orbit (orbital region 160 km to 2000 km above the Earth's surface) and Mars atmospheric orbit. The environmental gas ions generated after the gas is ionized by the propulsion device 12 connected to the capture mechanism 11 are accelerated to generate thrust. It does not need to carry a large amount of propellant with the spacecraft 200. It can adapt to low atmospheric density environments and complete long-term missions, thus increasing the applicability of the electric thruster 100.
[0035] In some implementations, reference Figures 1-2 The capture mechanism 11 includes a vortex molecular pump 111 and a vortex pump 112. The vortex molecular pump 111 is located at the gas inlet 101, and its inlet is connected to the gas inlet 101. It is used to capture gas in the rarefied atmosphere and pressurize the gas. The vortex pump 112 is located at the gas inlet 101 and is farther away from the gas inlet 101 than the vortex molecular pump 111. The inlet of the vortex pump 112 is connected to the outlet of the vortex molecular pump 111, and its outlet is connected to the propulsion device 12. The vortex pump 112 is used to regulate the flow rate of the gas captured by the vortex molecular pump 111. The electric thruster 100 provided in this embodiment includes a capture mechanism 11 comprising a vortex molecular pump 111 and a vortex pump 112. The high-speed rotating impeller of the vortex molecular pump 111 impacts gas molecules, imparting directional momentum to them. The gas molecules then enter the next stage impeller through directional channels on the stationary blades at the impeller outlet. The gas molecules collide multiple times between the impeller and blades and migrate step by step towards the outlet of the vortex molecular pump 111, thereby capturing gases in the thin atmosphere, such as oxygen, nitrogen, and carbon dioxide. The vortex pump 112 then adjusts the gas flow rate and initially reduces pressure fluctuations at the atmospheric inlet to meet the requirements of the propulsion device 12 for propellant particle density distribution, thereby improving the ionization efficiency of the propulsion device 12 and the overall system operational stability.
[0036] In some implementations, reference Figures 1-2The capture mechanism 11 also includes a filter plate 113, which is disposed between the gas inlet 101 and the vortex molecular pump 111. The filter plate 113 has multiple evenly distributed through holes to allow only gas to pass through. By setting the filter plate 113, the gas entering the vortex molecular pump 111 can be filtered, preventing dust, particles, and other impurities in the thin atmosphere from entering the vortex molecular pump 111 and damaging its blades, thus extending the service life of the electric thruster 100. Specifically, the filter plate 113 only allows gas to pass through, and the pore size of the through holes on the filter plate 113 ranges from 20 μm to 100 μm.
[0037] In some implementations, reference Figures 1-2 The propulsion device 12 includes an ionization chamber 121, an ionization device 122, and an electromagnetic coil 123. The inlet of the ionization chamber 121 is connected to the capture mechanism 11, and the outlet of the ionization chamber 121 is an ion outlet 102. The ionization device 122 is disposed inside the ionization chamber 121 and is provided with a discharge electrode that can ionize the gas into ambient gas ions. The electromagnetic coil 123 is disposed inside the ionization chamber 121 and fitted around the outer periphery of the ionization device 122. The radial section of the electromagnetic coil 123 is parallel to the ion outlet 102. The ionization device 122 is disposed inside the electromagnetic coil 123 and away from the ion outlet 102. When the electromagnetic coil 123 is energized, it forms an electric field that accelerates the ambient gas ions so that they are ejected at high speed from the ion outlet 102, generating thrust. The propulsion device 12 includes an ionization chamber 121, an ionization device 122, and an electromagnetic coil 123. After the gas enters the ionization chamber 121, it is ionized into ambient gas ions by the discharge electrodes set in the ionization device 122. The ions are then accelerated by the electric field applied by the electromagnetic coil 123 surrounding the ionization device 122 and ejected from the ion outlet 102, generating thrust. By using oxygen, nitrogen, carbon dioxide, and other gases captured by the capture mechanism 11 as propellants for ionization and acceleration to generate thrust, the traditional electric thruster is freed from dependence on the propellant it carries, reducing the launch mass and launch cost of the aircraft 200. Furthermore, the mission cycle of the aircraft 200 is no longer limited by the total amount of propellant it carries, enabling it to complete long-term missions and expanding its application range.
[0038] In some implementations, reference Figures 1-2The electric thruster 100 also includes a first pressure stabilizing chamber 13, a first valve 14, a second pressure stabilizing chamber 15, a second valve 16, and an electric thruster housing 17. The first pressure stabilizing chamber 13 is located inside the propulsion body 10, and its inlet is connected to the outlet of the vortex pump 112. The inlet of the first valve 14 is connected to the outlet of the first pressure stabilizing chamber 13. The second pressure stabilizing chamber 15 is located inside the propulsion body 10, and its inlet is connected to the outlet of the first valve 14. A pressure detection device 151 is installed inside the second pressure stabilizing chamber 15 to detect the air pressure inside the second pressure stabilizing chamber 15. The inlet of the second valve 16 is connected to the outlet of the second pressure stabilizing chamber 15, and its outlet is connected to the inlet of the ionization chamber 121. Both the first valve 14 and the second valve 16 are communicatively connected to the pressure detection device 151. The electric thruster housing 17 is located outside the propulsion body 10. The gas discharged from the vortex pump 112 is stabilized by the first pressure stabilizing chamber 13, further reducing the impact of pressure fluctuations at the gas inlet 101 on the particle density that can be ionized by the propulsion device 12. Furthermore, the pressure detection device 151 is installed in the second pressure stabilizing chamber 15, and the first valve 14 at the outlet of the first pressure stabilizing chamber 13 and the second valve 16 at the outlet of the second pressure stabilizing chamber 15 are communicatively connected. By synchronously adjusting the flow rates of the first valve 14 and the second valve 16, the gas flow rate and pressure entering the propulsion device 12 are made more stable. Moreover, when pressure or gas flow rate fluctuates, the opening of the first valve 14 and the second valve 16 can be adjusted quickly to stabilize the pressure or gas flow rate entering the propulsion device 12. In this embodiment, the pressure detection device 151 is a vacuum gauge. In other embodiments, the pressure detection device 151 can also be any other device equipped with a pressure detection probe capable of detecting the internal pressure of the second pressure stabilizing chamber 15. Furthermore, when the air intake channel is blocked, the filter plate 113 is saturated, or the capture mechanism 11 malfunctions and cannot allow smooth air intake, the gas reserves stored in the first pressure stabilizing chamber 13 and the second pressure stabilizing chamber 15 can enable the electric thruster 100 to generate the thrust required for emergency braking, preventing instantaneous loss of control caused by the electric thruster 100's inability to intake smoothly. The electric thruster housing 17 protects the internal components, preventing damage and failure of the internal structure due to accidental impacts, thus ensuring the service life of the electric thruster 100. In this embodiment, both the first valve 14 and the second valve 16 are pressure proportional valves. In other embodiments, the first valve 14 and the second valve 16 can also be valves with gas suction functions, such as electromagnetic vacuum valves.
[0039] Example 2
[0040] This embodiment provides an aircraft 200, for reference... Figures 3-4The system includes a main body 20 of the aircraft, multiple electric thrusters 100 as described in Embodiment 1, multiple steering mechanisms, and a control module 22. The main body 20 of the aircraft includes side walls, a top surface, and a bottom surface. Multiple electric thrusters 100 are evenly distributed around the side walls in a circumferential direction. The number of steering mechanisms corresponds one-to-one with the number of electric thrusters 100. Each steering mechanism is used to connect an electric thruster 100 to a set position on the side wall. The steering mechanism can adjust the angle between the electric thruster 100 connected to the steering mechanism and the side wall. The control module 22 is located inside the main body 20 of the aircraft, and the detection probe of the control module 22 extends outside the main body 20 of the aircraft for detecting environmental information. The control module 22 is communicatively connected to each electric thruster 100 and each steering mechanism. The aircraft 200 provided in this embodiment uses the aforementioned electric thruster 100, and adjusts the thrust direction of the electric thruster 100 through a steering mechanism. This reduces the propellant carried by the aircraft 200, significantly lowering its launch mass and cost. Furthermore, because the aircraft 200 can capture gases from the thin atmosphere as propellant, it can adapt to low atmospheric density environments while completing long-term missions, increasing the aircraft 200's applicability. In this embodiment, the steering mechanism is a servo motor 21. In other embodiments, the steering mechanism can be any other mechanism capable of adjusting the angle between the electric thruster 100 and the sidewall.
[0041] In some implementations, reference Figures 5-6 The main body 20 of the aircraft also includes a first propulsion mechanism 23 and a second propulsion mechanism 24. The first propulsion mechanism 23 is disposed inside the main body 20 of the aircraft and includes a first thrust outlet 233, which is disposed on the top surface and communicates with the external environment. The first propulsion mechanism 23 provides thrust to the aircraft 200 from the top surface to the bottom surface. The second propulsion mechanism 24 is disposed inside the main body 20 of the aircraft and includes a second thrust outlet 243, which is disposed on the bottom surface and communicates with the external environment. The second propulsion mechanism 24 provides thrust to the aircraft 200 from the bottom surface to the top surface. By setting up a first propulsion mechanism 23 and a second propulsion mechanism 24, the thrust generated by the first propulsion mechanism 23 and the second propulsion mechanism 24 propels the aircraft 200 forward and backward. In conjunction with electric thrusters 100 distributed circumferentially on the sidewalls of the aircraft body 20 (in this embodiment, there are four electric thrusters 100), the movement control of the aircraft 200 within space can be achieved, allowing the aircraft 200 to complete tasks more flexibly. In some other embodiments, the first propulsion mechanism 23 and the second propulsion mechanism 24 may not be provided; instead, the movement control of the aircraft 200 within space can be achieved by using a steering mechanism to direct the ion outlet 102 of the electric thruster in the direction required to generate thrust.
[0042] In some implementations, reference Figures 5-6 The first propulsion mechanism 23 includes a first propellant container 231 and a first throttle valve 232. The outlet of the first propellant container 231 is connected to the inlet of the first throttle valve 232, and the outlet of the first throttle valve 232 is connected to the first thrust outlet 233. The first throttle valve 232 controls the flow rate of propellant from the first propellant container 231 into the first thrust outlet 233, thereby controlling the thrust of the first propulsion mechanism 23. The second propulsion mechanism 24 includes a second propellant container 241 and a second throttle valve 242. The outlet of the second propellant container 241 is connected to the inlet of the second throttle valve 242, and the outlet of the second throttle valve 242 is connected to the second thrust outlet 243. The second throttle valve 242 controls the flow rate of propellant from the second propellant container 241 into the second thrust outlet 243, thereby controlling the thrust of the second propulsion mechanism 24. By setting up a first propellant receiving device 231 and a first throttle valve 232, the propellant contained in the first propellant receiving device 231 has its outflow speed controlled by the first throttle valve 232, thereby controlling the thrust from the top surface to the bottom surface. Similarly, by setting up a second propellant receiving device 241 and a second throttle valve 242, the propellant contained in the second propellant receiving device 241 has its outflow speed controlled by the second throttle valve 242, thereby controlling the thrust from the bottom surface to the top surface. Thus, the thrust of the aircraft 200 when moving forward or backward can be adjusted, thereby enhancing the flexibility of the aircraft 200. Multiple first propellant receiving devices 231, first throttle valves 232, second propellant receiving devices 241, and second throttle valves 242 are provided and are evenly and symmetrically arranged inside the main body 20 of the spacecraft. Specifically, in this embodiment, four first propellant receiving devices 231, first throttle valves 232, second propellant receiving devices 241, and second throttle valves 242 are provided. In other embodiments, a first propellant receiving device 231 may have multiple propellant outlets, and multiple first throttle valves 232 may be provided to control the flow rate of the multiple propellant outlets respectively; a second propellant receiving device 241 may have multiple propellant outlets, and multiple second throttle valves 242 may be provided to control the flow rate of the multiple propellant outlets respectively.
[0043] In some implementations, reference Figures 5-6 The main body 20 of the aircraft also includes an aircraft shell 25, and the first thrust outlet 233 and the second thrust outlet 243 are both located on the aircraft shell 25. By setting the aircraft shell 25, the internal components can be protected to avoid damage or failure of the internal structure due to accidental impact, thus ensuring the service life of the aircraft 200.
[0044] In some other embodiments, solar panels are provided on the outside of the aircraft hull 25 and / or the electric thruster hull 17, and a power source is provided inside the aircraft 200. The solar panels charge the power source to provide sufficient power to the various components inside the aircraft 200.
[0045] Example 3
[0046] This embodiment provides a cluster control method for controlling the aircraft 200 in Embodiment 2, including: control modules 22 of multiple aircraft 200 are communicatively connected; each aircraft 200 controls itself based on the state of another neighboring aircraft 200 and environmental information. Centralized controllers suffer from a single point of failure that makes it difficult to control all aircraft 200; once it fails, the entire propulsion system may be paralyzed. Individual aircraft lack self-organizing and adaptive decision-making capabilities based on local information, resulting in insufficient system robustness and scalability. This application, through interconnection between aircraft 200, eliminates the need for a central controller. Individual aircraft 200 can make independent decisions based on the state of neighboring aircraft 200 and environmental conditions, improving system robustness and scalability and reducing the vulnerability of the aircraft 200 system. (Reference) Figure 7 When not in use, all aircraft 200 are housed inside the mounting box after the electric thrusters 100 are adjusted to their respective angles.
[0047] Specifically, the control module 22 of each aircraft 200 periodically receives information from the control modules 22 of neighboring aircraft 200 via a wireless communication link, containing information about the attitude, position, speed, and thrust output status of the aircraft 200. The control module 22 then performs Kalman filtering on the received raw data to estimate a more accurate relative state between the aircraft and the neighboring aircraft. The control module 22 sets a minimum safe distance for the aircraft 200. When the detection probe of the control module 22 detects that the distance to any neighboring aircraft 200 or obstacle is less than the minimum safe distance, the emergency braking mode is immediately triggered. At the same time, the first propulsion mechanism 23, the second propulsion mechanism 24, the vortex molecular pump 111, and the vortex pump 112 are shut down. The remaining gas in the first pressure chamber 13 and the second pressure chamber 15 is released to generate reverse thrust, thereby achieving rapid braking.
[0048] If a neighboring aircraft 200 loses contact or malfunctions, this aircraft 200 will automatically remove that node, re-plan the algorithm, and continue cluster control.
[0049] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.
Claims
1. An electric thruster, characterized in that: include: The propulsion body includes a gas inlet and an ion outlet disposed at both ends of the propulsion body. The gas inlet is connected to the external environment to allow gas to enter the propulsion body, and the ion outlet is connected to the external environment. A capture mechanism is disposed within the propulsion body near the gas inlet, and the capture mechanism is capable of capturing the gas in the rarefied atmosphere; A propulsion device is disposed within the propulsion body near the ion outlet. The propulsion device is connected to the capture mechanism and can ionize the gas captured by the capture mechanism to obtain ambient gas ions, which are then accelerated and discharged from the ion outlet. A vortex molecular pump is disposed at the gas inlet, with its inlet connected to the gas inlet. A filter plate is disposed between the gas inlet and the vortex molecular pump. The inlet of the ionization chamber is connected to the capture mechanism, and the outlet of the ionization chamber is the ion outlet. A first pressure-stabilizing chamber is disposed within the propulsion body, with its inlet connected to the outlet of the vortex pump. The system comprises: a first valve, the inlet of which is connected to the outlet of the first pressure-stabilizing chamber; a second pressure-stabilizing chamber, disposed within the propulsion body, the inlet of which is connected to the outlet of the first valve, and a pressure detection device installed within the second pressure-stabilizing chamber for detecting the gas pressure therein; a second valve, the inlet of which is connected to the outlet of the second pressure-stabilizing chamber, and the outlet of which is connected to the inlet of the ionization chamber; both the first valve and the second valve are communicatively connected to the pressure detection device; the first pressure-stabilizing chamber and the second pressure-stabilizing chamber are capable of storing gas reserves and enabling the electric thruster to generate the thrust required for emergency braking.
2. The electric thruster according to claim 1, characterized in that: The capture mechanism includes: A vortex molecular pump for capturing the gas in a rarefied atmosphere and pressurizing the gas; A vortex pump is disposed at the gas inlet and is farther from the gas inlet than the vortex molecular pump. The inlet of the vortex pump is connected to the outlet of the vortex molecular pump, and the outlet of the vortex pump is connected to the propulsion device. The vortex pump is used to regulate the flow rate of the gas captured by the vortex molecular pump.
3. The electric thruster according to claim 2, characterized in that: The capture mechanism further includes a filter plate having a plurality of through holes evenly distributed on it to allow only the gas to pass through.
4. The electric thruster according to claim 2 or 3, characterized in that: The propulsion device includes: An ionization chamber and an ionization device are provided, wherein the ionization device is disposed in the ionization chamber and is provided with a discharge electrode, the discharge electrode being capable of ionizing the gas into ambient gas ions; An electromagnetic coil is disposed within an ionization chamber and fitted around the ionization device. The radial cross-section of the electromagnetic coil is parallel to the ion outlet. The ionization device is disposed within the electromagnetic coil and away from the ion outlet. When the electromagnetic coil is energized, it generates an electric field that accelerates the ambient gas ions, causing them to be ejected at high speed from the ion outlet, thus generating thrust.
5. The electric thruster according to claim 4, characterized in that: Also includes: An electric thruster housing is disposed outside the propulsion body.
6. An aircraft, characterized in that: include: The main body of the aircraft includes sidewalls, a top surface, and a bottom surface; The electric thruster according to any one of claims 1 to 5, wherein the plurality of electric thrusters are uniformly distributed circumferentially around the sidewall; Multiple steering mechanisms are provided, with the number of steering mechanisms corresponding one-to-one with the number of electric thrusters. Each steering mechanism is used to connect one of the electric thrusters to a set position on the side wall. The steering mechanism can adjust the angle between the electric thruster connected to the steering mechanism and the side wall. A control module is located inside the main body of the aircraft, and its detection probe extends outside the main body of the aircraft to detect environmental information. The control module is communicatively connected to each of the electric thrusters and each of the steering mechanisms. A first propulsion mechanism is located inside the main body of the aircraft and includes a first thrust outlet located on the top surface and communicating with the external environment. The first propulsion mechanism provides the aircraft with thrust from the top surface to the bottom surface. The second propulsion mechanism is disposed inside the main body of the aircraft. The second propulsion mechanism includes a second thrust outlet, which is located on the bottom surface and communicates with the external environment. The second propulsion mechanism provides thrust to the aircraft from the bottom surface to the top surface. The first propulsion mechanism includes a first propellant receiving device and a first throttle valve. The outlet of the first propellant receiving device is connected to the inlet of the first throttle valve, and the outlet of the first throttle valve is connected to the first thrust outlet, so as to control the propulsion from the first propellant receiving device to the first thrust outlet through the first throttle valve. The flow rate of the propellant is adjusted to control the thrust of the first propulsion mechanism. The second propulsion mechanism includes a second propellant receiving device and a second throttle valve. The outlet of the second propellant receiving device is connected to the inlet of the second throttle valve, and the outlet of the second throttle valve is connected to the second thrust outlet. The flow rate of propellant entering the second thrust outlet from the second propellant receiving device is controlled by the second throttle valve to control the thrust of the second propulsion mechanism. Multiple first propellant receiving devices, first throttle valves, second propellant receiving devices, and second throttle valves are provided and are evenly and symmetrically arranged inside the main body of the aircraft.
7. The aircraft according to claim 6, characterized in that: The main body of the aircraft also includes an aircraft shell, and the first thrust outlet and the second thrust outlet are both disposed on the aircraft shell.
8. A cluster control method for controlling multiple aircraft as described in any one of claims 6 to 7, characterized in that: include: The control modules of the multiple aircraft are connected in communication. Each of the aforementioned aircraft controls itself based on the state of another nearby aircraft and the environmental information. The control module of each aircraft periodically receives information from the control modules of the surrounding nearby aircraft, containing the attitude, position, speed, and thrust output status of the aircraft. The control module sets a minimum safe distance for the aircraft. When the detection probe of the control module detects that the distance to any nearby aircraft or obstacle is less than the minimum safe distance, an emergency braking mode is immediately triggered. At the same time, the first propulsion mechanism, the second propulsion mechanism, the vortex molecular pump, and the vortex pump are shut down. The remaining gas in the first and second pressure stabilizing chambers is then released to generate reverse thrust, thereby achieving rapid braking.