High-speed aircraft variable centroid control device based on liquid metal electromagnetic drive

Abstract

The invention relates to the technical field of high-speed aircrafts, in particular to a high-speed aircraft variable centroid control device based on liquid metal electromagnetic drive, which comprises a liquid metal runner, two vertical insulating partition plates, two permanent magnets, two electrodes, a magnetic yoke, two liquid storage bins, a direct-current power supply and two signal wires, the liquid metal runner is filled with liquid metal; the two electrodes are symmetrically embedded in the left side and the right side of the liquid metal flow channel, the inner end faces of the electrodes make direct contact with liquid metal in the liquid metal flow channel, and the outer ends of the two electrodes are connected with a direct-current power source through two signal wires. The two permanent magnets are symmetrically arranged on the upper surface and the lower surface of the liquid metal runner; the magnetic conductive yoke wraps the outer sides of the two permanent magnets; the two liquid storage bins are connected to the front end and the rear end of the liquid metal flow channel correspondingly. The problems that an existing high-speed aircraft variable centroid control technology is low in response speed, insufficient in control precision and low in reliability and stability are solved.

Description

Technical Field

[0001] This invention relates to the field of high-speed aircraft technology, specifically a high-speed aircraft variable center of mass control device based on liquid metal electromagnetic drive. Background Technology

[0002] High-speed aircraft refer to aircraft that fly continuously at speeds greater than Mach 5 in near-space at altitudes of 20-100 km, possessing the capability for rapid penetration and global reach. The maneuverability of high-speed aircraft relies on its precise control over aerodynamic distribution characteristics, dynamically adjusting the velocity vector—both its magnitude and direction—to achieve stable attitude maintenance and agile maneuvering.

[0003] Variable center of mass control for high-speed aircraft alters the overall center of mass position by adjusting the internal mass distribution of the aircraft (e.g., by moving counterweights or fluid), thereby generating the required control torque. This control method eliminates external moving control surfaces, does not disturb external airflow, and directly utilizes the internal mass distribution for aircraft control, offering advantages such as high reliability, flow field stability, and high efficiency. However, existing variable center of mass control for aircraft primarily employs two methods: motor-driven mechanical sliders or pump-valve systems to regulate fluid fuel. The motor-driven mechanical slider method suffers from problems such as large size / weight, limited control capability, slow response speed, low stability, and susceptibility to slider wear or jamming. The pump-valve system method suffers from long pumping times, slow response speed, low control accuracy, and decreased regulation capability due to fluid consumption during long-term missions. Therefore, existing technologies generally suffer from key issues such as slow response speed, insufficient control accuracy, large size / weight burden, limited long-term mission capability, and low reliability and stability, making it difficult to meet the requirements of aircraft for fast response, high precision, and stable control across the entire operational domain.

[0004] Therefore, it is necessary to invent a high-speed aircraft variable center of mass control device based on liquid metal electromagnetic drive to solve the above problems. Summary of the Invention

[0005] To address the problems of slow response speed, insufficient control precision, large size / weight burden, limited long-term mission capability, and low reliability and stability in existing high-speed aircraft variable center of mass control technology, this invention provides a high-speed aircraft variable center of mass control device based on liquid metal electromagnetic drive.

[0006] This invention is achieved using the following technical solution:

[0007] A high-speed aircraft variable center of mass control device based on liquid metal electromagnetic drive includes a liquid metal flow channel, two insulating partitions, two permanent magnets, two electrodes, a magnetic yoke, two liquid storage tanks, a DC power supply, and two signal wires.

[0008] The liquid metal channel is filled with liquid metal; two electrodes are symmetrically embedded on the left and right sides of the liquid metal channel, with the inner end faces of both electrodes in direct contact with the liquid metal in the channel, and the outer ends of the two electrodes connected to a DC power supply via two signal wires; two permanent magnets are symmetrically arranged on the upper and lower surfaces of the liquid metal channel; the magnetic yoke covers the outer side of the two permanent magnets; two liquid storage tanks are respectively connected to the front and rear ends of the liquid metal channel; two insulating partitions are embedded one after the other along the length of the liquid metal channel, and the two insulating partitions are located within the effective magnetic field area generated by the two permanent magnets, and are arranged symmetrically about the center of the effective magnetic field area. The length direction of the two insulating partitions is consistent with the length direction of the liquid metal channel, and the area between the two insulating partitions is directly opposite the inner end faces of the two electrodes.

[0009] Furthermore, the liquid metal flow channel is an integrally formed insulating structure, the width of which is less than or equal to the width of the permanent magnet.

[0010] Furthermore, the liquid metal is a gallium-based liquid metal.

[0011] Furthermore, the distance between the two insulating partitions along the length of the liquid metal channel, and the length of each insulating partition, are not greater than the size of the effective magnetic field region along the length of the liquid metal channel. The two insulating partitions and the liquid metal channel are integrally formed from the same material.

[0012] Furthermore, each permanent magnet is made of a strong magnet with a thickness of not less than 10 mm and a residual magnetic flux density of not less than 1 T. The length direction of the permanent magnet is consistent with the length direction of the liquid metal flow channel, the width direction of the permanent magnet is consistent with the width direction of the liquid metal flow channel, and the thickness direction of the permanent magnet is consistent with the height direction of the liquid metal flow channel.

[0013] Furthermore, the electrode is a copper electrode, and its dimension along the height direction of the liquid metal flow channel is consistent with the height of the liquid metal flow channel. The dimensions of the inner end faces of the two electrodes along the length direction of the liquid metal flow channel are consistent with the dimensions of the effective magnetic field region along the length direction of the liquid metal flow channel.

[0014] Furthermore, the magnetic yoke is made of pure iron.

[0015] Furthermore, the signal wire is a copper wire.

[0016] This invention provides a high-speed aircraft variable center of mass control device based on liquid metal electromagnetic drive. By employing an electromagnetic drive system consisting of a liquid metal flow channel, electrodes, permanent magnets, and a DC power supply, it utilizes Lorentz force to drive the liquid metal without contact, achieving millisecond-level response speeds and effectively solving the slow response speed problem of existing high-speed aircraft variable center of mass control technologies. Insulating partitions are symmetrically arranged within the effective magnetic field region, enhancing the local current density and the uniformity of Lorentz force distribution. Combined with PID current regulation transmitted via signal wires, high-precision control of the liquid metal flow velocity is achieved, solving the problem of insufficient control accuracy. The liquid metal flow channel, combined with high-density liquid metal, significantly reduces the volume required for mass transfer, lowering the installation cost. The system reduces the burden of volume and weight; the magnetic yoke encapsulates the permanent magnet to form a closed magnetic circuit, improving magnetic field utilization and driving efficiency, further optimizing the system structure and weight; through the closed-loop flow path formed by two liquid storage tanks and flow channels, the total amount of liquid metal remains constant throughout the mission cycle, eliminating consumption issues and ensuring the stability and reliability of long-term missions; in addition, gallium-based liquid metal remains liquid in a wide temperature range, and its low viscosity and high conductivity characteristics enable it to flow stably even in extreme environments, avoiding the wear, jamming, and fluid evaporation consumption problems of traditional mechanical structures, improving the reliability and lifespan of the system, and the entire system has no mechanical moving parts, the pure electromagnetic drive eliminates friction and wear, significantly improving the stability and service life of the device. Attached Figure Description

[0017] Figure 1 This is a side view of the structure of the present invention.

[0018] Figure 2 This is a top view of the structure of the present invention.

[0019] Figure 3 This is a graph showing the relationship between the driving mass, driving time, and driving speed of the liquid metal in Experiment 1 of this invention.

[0020] Figure 4 This is a graph showing the relationship between the mechanical pump speed and the liquid metal flow rate in the conventional pump-valve system of Experiment 1 of this invention.

[0021] Figure 5 This is a graph showing the driving current versus the maximum driving mass and the maximum rate of change of the centroid in Experiment 2 of this invention.

[0022] Figure 6 This is a graph showing the relationship between driving efficiency and temperature changes at different driving speeds in Experiment 3 of this invention.

[0023] In the diagram: 1. Liquid metal flow channel; 2. Insulating partition; 3. Permanent magnet; 4. Electrode; 5. Magnetic yoke; 6. Liquid storage tank; 7. DC power supply; 8. Signal wire. Detailed Implementation

[0024] The technical solutions of the present invention will be clearly and completely described below with reference to the embodiments of the present invention. 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 of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0025] Example 1

[0026] A variable center of mass control device for high-speed aircraft based on liquid metal electromagnetic drive, as shown in the attached figure. Figure 1 ~Attached Figure 2 As shown, it includes a liquid metal flow channel 1, two insulating partitions 2, two permanent magnets 3, two electrodes 4, a magnetic yoke 5, two liquid storage tanks 6, a DC power supply 7, and two signal wires 8;

[0027] The liquid metal channel 1 is filled with liquid metal; two electrodes 4 are symmetrically embedded on the left and right sides of the liquid metal channel 1, and the inner end faces of the two electrodes 4 are in direct contact with the liquid metal in the liquid metal channel 1. The outer ends of the two electrodes 4 are connected to the DC power supply 7 through two signal wires 8; two permanent magnets 3 are symmetrically arranged on the upper and lower surfaces of the liquid metal channel 1; the magnetic yoke 5 covers the outer side of the two permanent magnets 3; two liquid storage tanks 6 are respectively connected to the front and rear ends of the liquid metal channel 1; two insulating partitions 2 are embedded one after the other along the length of the liquid metal channel 1, and the two insulating partitions 2 are located within the effective magnetic field area generated by the two permanent magnets 3, and are arranged symmetrically about the center of the effective magnetic field area. The length direction of the two insulating partitions 2 is consistent with the length direction of the liquid metal channel 1, and the area between the two insulating partitions 2 is directly opposite the inner end faces of the two electrodes 4.

[0028] The liquid metal channel 1 is made of polylactic acid (PLA) using 3D printing technology. It has a height of 2mm, a width of 40mm, a wall thickness of 1mm, and a length of 220mm.

[0029] The use of polylactic acid (PLA), an insulating plastic material, can effectively suppress the wall loss current flowing through the inner wall of the liquid metal channel 1.

[0030] The liquid metal is a eutectic gallium-indium alloy liquid metal (EGaIn), with a conductivity of 3.4 × 10⁻⁶. 6 S·m -1 It has a relative permittivity of 1, a relative permeability of 1, and a density of 6.37 g·cm³. -3 The dynamic viscosity is 0.002 Pa·s.

[0031] The two insulating partitions 2 are spaced 42mm apart along the length of the liquid metal flow channel 1. The two insulating partitions 2 and the liquid metal flow channel 1 are integrally formed from the same material. Each insulating partition 2 is 30mm long, 1mm wide, and 2mm high. This is to constrain the current to flow through the effective magnetic field area and prevent the current from forming eddy currents or short circuits in the area outside the magnetic field, thereby improving the electromagnetic drive efficiency.

[0032] The magnetic gap distance between the two permanent magnets 3 is equal to the sum of the height of the liquid metal flow channel 1 and its two wall thicknesses, i.e., 4 mm. Both permanent magnets 3 are N54 neodymium iron boron permanent magnets, and the residual magnetic flux density is 1.47 T. Each permanent magnet 3 has a length of 50 mm, a width of 50 mm, and a thickness of 30 mm. The length direction of the permanent magnet 3 is consistent with the length direction of the liquid metal flow channel 1, the width direction of the permanent magnet 3 is consistent with the width direction of the liquid metal flow channel 1, and the thickness direction of the permanent magnet 3 is consistent with the height direction of the liquid metal flow channel 1.

[0033] The electrode 4 is a copper electrode, and its dimension along the height direction of the liquid metal flow channel 1 is consistent with the height of the liquid metal flow channel 1. The inner end face of the two electrodes 4 has the same dimension along the length direction of the liquid metal flow channel 1 as the effective magnetic field region, which is 50mm.

[0034] The magnetic yoke 5 is made of pure iron.

[0035] The liquid storage tank 6 is cylindrical and made using 3D printing technology, with a bottom radius of 30mm.

[0036] The DC power supply 7 provides a stable DC current for this device.

[0037] The signal wire 8 is a copper wire.

[0038] Example 2

[0039] The difference between this embodiment and Embodiment 1 is that the liquid metal flow channel 1 is made of polylactic acid (PLA) using 3D printing integral molding technology, with a height of 1mm, a width of 50mm, a wall thickness of 1mm, and a length of 300mm; the insulating partition 2 has a length of 25mm, a width of 1mm, and a height of 1mm; the magnetic gap between the two permanent magnets 3 is 3mm; the rest of the structure and its specifications and dimensions are the same as in Embodiment 1.

[0040] Example 3

[0041] The difference between this embodiment and Embodiment 1 is that the liquid metal flow channel 1 is made of polylactic acid (PLA) using 3D printing integral molding technology, with a height of 4mm, a width of 45mm, a wall thickness of 1mm, and a length of 300mm; the insulating partition 2 has a length of 30mm, a width of 1mm, and a height of 4mm; the magnetic gap between the two permanent magnets 3 is 6mm; the rest of the structure and its specifications and dimensions are the same as in Embodiment 1.

[0042] Example 4

[0043] The difference between this embodiment and Embodiment 1 is that: the liquid metal flow channel 1 is made of modified polyethylene terephthalate (PETG) using 3D printing integral molding technology, and its height is 2mm, width is 30mm, and wall thickness is 2mm; the length of the insulating partition 2 is 40mm; the magnetic gap between the two permanent magnets 3 is 6mm, the permanent magnets 3 are permanent magnets with a residual magnetic flux density of 1T, and the length, width, and thickness of the permanent magnets 3 are all 40mm; the rest of the structure and its specifications are the same as in Embodiment 1.

[0044] It should be noted that, in the specific implementation of this invention, the material selection of the liquid metal flow channel 1 includes, but is not limited to, polylactic acid (PLA) and modified polyethylene terephthalate (PETG); the selection of the permanent magnet 3 includes, but is not limited to, N54 neodymium iron boron permanent magnets.

[0045] The high-speed aircraft variable center of mass control device based on liquid metal electromagnetic drive described in this invention is integrated into the internal compartment of the aircraft, and the center of mass regulation performance is calibrated by a combination of a high-precision electronic scale and a resistance liquid level switch.

[0046] The specific work steps are as follows:

[0047] First, the flight control system generates a centroid adjustment command based on the real-time attitude deviation, including the target displacement ΔX and direction signal, and transmits the command to the controller of the DC power supply 7. The controller applies an adjustable DC current to the two electrodes 4 through two signal wires 8, with a current range of 0 to 100A. The current is introduced into the liquid metal in the liquid metal flow channel 1 through the electrodes 4. At the same time, two symmetrically arranged permanent magnets 3 generate a magnetic field in the flow channel area. The energized liquid metal is driven by a directional Lorentz force under the action of the magnetic field and begins to flow without contact in the liquid metal flow channel 1.

[0048] The flow rate of the liquid metal is controlled with high precision by adjusting the current intensity using a PID algorithm. During the flow, the two insulating partitions 2 are located within the effective magnetic field region, enhancing the current path constraint and the effect of the Lorentz force, further improving control accuracy and response performance. The liquid metal migrates from the front or rear reservoir 6 to the other side, changing the mass distribution inside the spacecraft, thereby generating the required control torque.

[0049] The two liquid storage tanks 6 are connected to the front and rear ends of the liquid metal flow channel 1 via sealed interfaces, respectively. Their internal cavities communicate with the flow channel, forming a closed liquid metal circulation loop. The shells of the liquid storage tanks 6 are made of insulating and corrosion-resistant materials. An integrated resistive level switch is located inside each tank. The sensing part of this switch contacts the liquid metal, utilizing the conductivity of the liquid metal to detect changes in liquid level and transmitting the signal to the controller of the DC power supply 7 via wires. Through this design, the liquid storage tanks 6 not only realize the function of storing liquid metal but also serve as the feedback signal source for the entire closed-loop control system, ensuring the accuracy and reliability of the center-of-mass control.

[0050] Once the liquid metal migrates to the target location, i.e., reaches the preset center of mass, the controller maintains a constant current to counteract fluid inertia and keep the center of mass stable. Throughout the process, the gallium-based liquid metal maintains a low-viscosity liquid flow within its temperature range, and does not solidify or vaporize even under the shock wave loads faced by high-speed aircraft, ensuring stable operation of the device over a wide temperature range and long-term mission reliability.

[0051] Finally, the system uses a high-precision electronic scale and a resistance level switch to jointly calibrate the centroid control performance, ensuring that the control accuracy and system performance meet the design requirements.

[0052] Liquid metal is a metallic material that remains liquid over a wide temperature range and possesses excellent properties such as high density, high electrical conductivity, low viscosity, and high surface tension. These properties bring significant benefits to the high-speed aircraft variable center of mass control device of this invention: First, its high density allows for a smaller volume of mass to be moved to generate the same control torque, significantly reducing the volume occupied by the drive mechanism and storage medium, thereby improving the system's integration. Second, its low viscosity and high surface tension help reduce flow resistance and effectively suppress fluid sloshing, further optimizing the system's internal layout and space utilization efficiency. More importantly, the high electrical conductivity of liquid metal enables non-contact, rapid, and precise flow control via electromagnetic actuation. Electromagnetic drive has the following outstanding advantages: First, it completely eliminates mechanical moving parts, fundamentally avoiding the risk of wear or jamming, and significantly improving the reliability and service life of the system; Second, the response speed of electromagnetic force is much higher than that of mechanical motion, greatly improving the speed of mass transfer and control response; Third, through precise control of the electromagnetic field, the position and distribution of liquid metal can be accurately and dynamically adjusted, thereby providing high-precision center of mass control capability; Fourth, as the driving medium in the closed-loop system, the total amount of liquid metal remains constant throughout the entire task cycle, ensuring the long-term high stability of the center of mass adjustment capability and dynamic response characteristics, without any consumption decline problem.

[0053] In summary, this invention, based on the superior properties of liquid metal and its contactless electromagnetic drive method, achieves efficient utilization of volumetric space and rapid, precise, wear-free, and lossless mass transfer. The proposed high-speed aircraft variable center of mass control device based on liquid metal electromagnetic drive integrates advantages such as rapid response, high control precision, stable operation, and high reliability, providing a highly promising technical solution for high-performance attitude control of high-speed aircraft.

[0054] To verify the beneficial effects of the high-speed aircraft variable center of mass control device based on liquid metal electromagnetic drive described in this invention, the following series of experiments were conducted on the high-speed aircraft variable center of mass control device based on liquid metal electromagnetic drive in Example 1:

[0055] Experiment 1: Performance Comparison Experiment of Electromagnetic Drive of Liquid Metal and Traditional Pump and Valve Drive

[0056] This experiment aims to verify the rapid driving capability of the device of the present invention. For the device of the present invention, a 100A driving current is applied to the two electrodes 4 through the DC power supply 7 and signal wires 8. The current is introduced into the liquid metal within the liquid metal flow channel 1 through the electrodes 4. Under the action of the magnetic field generated by the permanent magnet 3, a Lorentz force is generated, driving the liquid metal to migrate. The relationship between the driving mass and the driving time is recorded, and the results are as follows: Figure 3As shown. Experiments show that the device of the present invention can achieve extremely high driving speeds, with a response time of no more than 0.12s, and a driving speed of 0.83kg / s for liquid metal.

[0057] In contrast, an equivalent amount of the same liquid metal was driven using a traditional mechanical pump and valve system. The relationship between the mechanical pump speed and the liquid metal flow rate was recorded, and the results are as follows: Figure 4 As shown in the data, the peak flow rate driven by a traditional pump and valve is only 0.042 kg / s.

[0058] Conclusion: The driving speed (0.83 kg / s) of the variable center of mass control device of this invention reaches 19.76 times the peak flow velocity (0.042 kg / s) of the traditional pump-valve system. This demonstrates that the electromagnetic drive system of this invention possesses excellent rapid driving capability, solves the key problem of slow response speed in the prior art, and has a breakthrough advantage in high-speed aircraft control.

[0059] Experiment 2: Verification Experiment on the Relationship between Driving Current and Center of Mass Control Ability

[0060] This experiment aims to verify the wide-range, high-precision control capability of the device of the present invention. In a 1kg eutectic gallium-indium alloy liquid metal sample, the output current of the DC power supply 7, i.e., the driving current, was adjusted and applied to the device through the signal wire 8 and electrode 4. The maximum driving mass of the system under different driving currents was measured, and the results are as follows: Figure 5 As shown in the figure. Experiments show that the maximum driven mass increases with increasing drive current. When the drive current is 100A, the maximum driven mass reaches 565g (according to...). Figure 5 The curve trend and the right Y-axis account for 56.5% of the total mass, that is, the centroid change rate reaches 56.5%, and the driving mass error is ≤±10g (accuracy <±1%).

[0061] Conclusion: The device of the present invention can achieve a centroid adjustment range of 56.5% and has high-precision control and global stability, effectively solving the problem of insufficient control precision in the prior art.

[0062] Experiment 3: Drive Efficiency and Energy Consumption Verification Experiment

[0063] This experiment aims to verify the high efficiency and low heat load characteristics of the device of the present invention. The driving efficiency and temperature change during operation of the device at different driving speeds were measured, and the results are as follows: Figure 6 As shown in the figure. Experiments show that the driving efficiency increases with the driving speed. When the driving speed is 0.83 kg / s, the driving efficiency can reach 13.60% (according to the left Y-axis), significantly exceeding the research level of existing related electromagnetic pumps. When a 100A current is applied, the voltage is 0.47V, the operating power of this device is 47W, and the system temperature rise under full load is ≤0.13K.

[0064] Conclusion: The variable center of mass control device of the present invention has the characteristics of high energy efficiency conversion rate of 13.60% and ultra-low heat load (temperature rise of about 0.13K), which demonstrates its high-efficiency driving capability and excellent energy saving and heat dissipation performance, and solves the problems of large size and weight burden and long-term operational stability.

[0065] In summary, the above experiments fully demonstrate that the present invention can achieve rapid, accurate, and reliable control of the center of gravity position of high-speed aircraft, providing a reliable solution for the efficient and stable control of high-speed aircraft.

[0066] In the description of this invention, it should be understood that the indicated orientation or positional relationship is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description, and is not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0067] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A variable center of mass control device for high-speed aircraft based on liquid metal electromagnetic drive, characterized in that: It includes a liquid metal flow channel (1), two insulating partitions (2), two permanent magnets (3), two electrodes (4), a magnetic yoke (5), two liquid storage tanks (6), a DC power supply (7), and two signal wires (8). The liquid metal flow channel (1) is filled with liquid metal; two electrodes (4) are symmetrically embedded on the left and right sides of the liquid metal flow channel (1), and the inner end faces of the two electrodes (4) are in direct contact with the liquid metal in the liquid metal flow channel (1). The outer ends of the two electrodes (4) are connected to the DC power supply (7) through two signal wires (8); two permanent magnets (3) are symmetrically arranged on the upper and lower surfaces of the liquid metal flow channel (1); the magnetic yoke (5) covers the outside of the two permanent magnets (3); the two liquid storage tanks (6) are divided into The two insulating partitions (2) are connected to the front and rear ends of the liquid metal flow channel (1); the two insulating partitions (2) are embedded in the liquid metal flow channel (1) one after the other along the length direction of the liquid metal flow channel (1), and the two insulating partitions (2) are located within the effective magnetic field area generated by the two permanent magnets (3), and are arranged symmetrically about the center of the effective magnetic field area. The length direction of the two insulating partitions (2) is consistent with the length direction of the liquid metal flow channel (1), and the area between the two insulating partitions (2) is directly opposite to the inner end face of the two electrodes (4).

2. The high-speed aircraft variable center of mass control device based on liquid metal electromagnetic drive according to claim 1, characterized in that: The liquid metal channel (1) is an integrally formed insulating structure, and its width is less than or equal to the width of the permanent magnet (3).

3. The variable center of mass control device for high-speed aircraft based on liquid metal electromagnetic drive according to claim 1, characterized in that: The liquid metal is a gallium-based liquid metal.

4. The high-speed aircraft variable center of mass control device based on liquid metal electromagnetic drive according to claim 1, characterized in that: The distance between the two insulating partitions (2) along the length of the liquid metal channel (1) and the length of each insulating partition (2) are not greater than the size of the effective magnetic field region along the length of the liquid metal channel (1). The two insulating partitions (2) and the liquid metal channel (1) are integrally formed from the same material.

5. The high-speed aircraft variable center of mass control device based on liquid metal electromagnetic drive according to claim 1, characterized in that: Each permanent magnet (3) is made of a strong magnet with a thickness of not less than 10 mm and a residual magnetic flux density of not less than 1 T. The length direction of the permanent magnet (3) is consistent with the length direction of the liquid metal flow channel (1), the width direction of the permanent magnet (3) is consistent with the width direction of the liquid metal flow channel (1), and the thickness direction of the permanent magnet (3) is consistent with the height direction of the liquid metal flow channel (1).

6. The variable center of mass control device for high-speed aircraft based on liquid metal electromagnetic drive according to claim 1, characterized in that: The electrode (4) is a copper electrode, and its dimension along the height direction of the liquid metal flow channel (1) is consistent with the height of the liquid metal flow channel (1). The dimensions of the inner end faces of the two electrodes (4) in the length direction of the liquid metal flow channel (1) are consistent with the dimensions of the effective magnetic field region in the length direction of the liquid metal flow channel (1).

7. The high-speed aircraft variable center of mass control device based on liquid metal electromagnetic drive according to claim 1, characterized in that: The magnetic yoke (5) is made of pure iron.

8. The high-speed aircraft variable center of mass control device based on liquid metal electromagnetic drive according to claim 1, characterized in that: The signal wire (8) is a copper wire.

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