Method and equipment for judging attitude and orbit control jet flow coupling aerodynamic interference decoupling characteristic

Abstract

The invention provides a method and equipment for judging attitude and orbit control jet flow coupling aerodynamic interference decoupling characteristics, and the method comprises the steps: determining a flight working condition, obtaining pitching moment coefficients in a jet flow-free state, an attitude control-only state, an orbit control-only state and an attitude and orbit control composite state, calculating a corresponding interference moment coefficient, and determining the attitude and orbit control jet flow coupling aerodynamic interference decoupling characteristic. And whether the coupling interference can be decoupled or not is quantitatively judged based on whether the deviation between the linear superposition prediction value and the actual composite interference value is within an allowable range or not. According to the method, subjective experience judgment is converted into objective quantitative analysis, a clear basis is provided for control system architecture selection, the design complexity and the research and development cost can be remarkably reduced, and the design efficiency and reliability are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aircraft aerodynamic design and control system design, in particular to a method and equipment for judging the decoupling characteristics of attitude and orbit control jet coupling aerodynamic interference, in particular to a quantitative judgment method for judging whether the complex aerodynamic interference effect caused by the coupling of the jet flow and the incoming flow of the attitude control engine and the orbit control engine working together can be linearly decoupled. The method is particularly suitable for the design and research and development stage of high-speed vehicles such as missiles and spacecraft, and provides a theoretical basis for the design of attitude and orbit control composite control systems. BACKGROUND

[0002] Modern advanced aircraft, such as the THAAD anti-missile system, use a composite control mode in which attitude control engines and orbit control engines work together. This control mode can fully exert their respective advantages: attitude control engines usually have small thrust and fast response, and are mainly used for quickly adjusting and stabilizing the attitude (pitch, yaw, roll) of the aircraft; orbit control engines usually have large thrust and are mainly used to provide normal thrust to significantly change the orbit or speed of the aircraft. When these engines are working, the high-temperature, high-speed gas flow ejected will interact with the main flow of air (incoming flow) around the aircraft. This interaction will significantly change the pressure distribution on the surface of the aircraft, thereby generating additional aerodynamic forces and moments, which is called "jet interference effect". When attitude control or orbit control is performed alone, its jet interference effect (referred to as "attitude control aerodynamic interference" and "orbit control aerodynamic interference", respectively) can be studied and quantified through a large number of computational fluid dynamics (CFD) numerical simulations or wind tunnel tests.

[0003] However, the complexity of the problem lies in when the attitude control and orbit control engines need to work together according to the control instructions. At this time, not only is there interference between the respective jet flow and the incoming flow, but there is also mutual interference between the attitude control jet flow and the orbit control jet flow, and a complex coupling flow field formed by them together with the incoming flow. The aerodynamic forces and moments generated by this "attitude and orbit control jet coupling interference effect" are not simply equal to the linear superposition of the separate attitude control interference and the separate orbit control interference. This nonlinear coupling characteristic brings great challenges to the prediction of the aerodynamic characteristics of the aircraft and the design of the control system.

[0004] In the design of aircraft control system, if the coupled disturbance can be proved to be decoupled into the linear superposition of two independent disturbances, that is, ΔCMz,AD≈ΔCMz,A+ΔCMz,D, the design of control law can be greatly simplified. The designer can establish independent compensation models for attitude control disturbance and orbit control disturbance respectively, and then perform linear superposition in composite control, which will greatly reduce the complexity of control algorithm and the operation load of on-board computer. At the same time, in the rapid prediction of aerodynamic performance and the construction of database, it is not necessary to perform full-state calculation or test for all attitude and orbit control combination conditions, but only to construct the disturbance database of attitude control and orbit control, which can save a large amount of calculation resources and time cost.

[0005] However, at present, there is a lack of a universal, quantitative and reliable judgment criterion in engineering practice to determine under what specific flight conditions the linear decoupling is valid. The existing technology mainly has the following limitations: 1. Strong dependence on experience: to a great extent, it depends on the engineering experience and intuition of the designer, and the analogy judgment is made on the historical data of a specific shape. This method lacks theoretical depth, has poor applicability to new shapes and new conditions, and is highly subjective, which is easy to introduce human error. 2. High cost of full-condition verification: In order to ensure safety, the designer often adopts a conservative strategy, that is, to perform high-precision CFD calculation or expensive wind tunnel test for all possible attitude and orbit control combination conditions. Although this method is accurate, the calculation and test cost is extremely high, the period is extremely long, and it seriously slows down the development progress, which is extremely unfavorable for scheme iteration and optimization design. 3. Lack of theoretical guidance: In the existing aerodynamic and control system theory, there is no widely accepted mathematical criterion with clear physical meaning and engineering limits to clearly answer the core question of "under what conditions can the decoupling be performed".

[0006] Therefore, there is an urgent need in the art for a method that can quickly, quantitatively and accurately judge the decoupling characteristics of attitude and orbit control jet coupling disturbance, in order to fill the theoretical gap from complex physical phenomena to engineering simplification application, and to provide key decision-making basis for efficient and reliable design of attitude and orbit control composite control system. SUMMARY

[0007] The purpose of the present application is to provide a judgment method and device for the decoupling characteristics of attitude and orbit control jet coupling aerodynamic disturbance, which aims to clearly define whether the coupled disturbance effect can be decoupled under a specific flight condition through a rigorous mathematical judgment formula, thereby providing direct and reliable theoretical support for the selection of control system architecture and the construction of aerodynamic data; at the same time, by introducing an adjustable decoupling coefficient, the judgment method has good engineering adaptability and flexibility, and can be adjusted according to the requirements of different tasks for control accuracy.

[0008] According to one purpose of the present application, the present application provides a method for judging the decoupling characteristics of the attitude control jet flow coupling aerodynamic interference, comprising the following steps: Step S1, determining the flight working condition parameters, including the flight Mach number, the attack angle, the flight altitude, the attitude control engine parameters and the orbit control engine parameters; Step S2, obtaining the pitch moment coefficients in the reference state and each working state, comprising: the reference pitch moment coefficient CMz in the no-jet flow state 无喷 ; the pitch moment coefficient CMz when only the attitude control engine works 姿控 ; the pitch moment coefficient CMz when only the orbit control engine works 轨控 ; the pitch moment coefficient CMz when the attitude control engine and the orbit control engine work simultaneously 姿轨控 ; the control moment CMz of the attitude control engine itself 姿控能力 ; Step S3, calculating the pitch interference moment coefficients in each state: the single-attitude-control pitch interference moment coefficient ΔCMz,A=CMz 姿控 - CMz 无喷 ; the single-orbit-control pitch interference moment coefficient ΔCMz,D=CMz 轨控 - CMz 无喷 ; the attitude-control-and-orbit-control combined pitch interference moment coefficient ΔCMz,AD=CMz 姿轨控 - CMz 无喷 ; the pitch moment coefficient CMz of the attitude control itself 姿控能力 ; Step S4, constructing a decoupling judging formula: |(ΔCMz,A+ΔCMz,D)-ΔCMz,AD|<X•|CMz 姿控能力 | Wherein, X is the decoupling coefficient; Step S5, judging the decoupling characteristics according to the result of the judging formula: If the judging formula is established, it is judged that the attitude control and orbit control jet flow coupling interference can be decoupled under the current flight working condition; If the judging formula is not established, it is judged that the attitude control and orbit control jet flow coupling interference cannot be decoupled under the current flight working condition.

[0009] Further, the value range of the decoupling coefficient X is 5% to 20%.

[0010] Further, the value of the decoupling coefficient X is 10%.

[0011] Further, the pitch moment coefficient in the step S2 is obtained by a computational fluid dynamics numerical simulation method.

[0012] Further, the pitch moment coefficient in the step S2 is obtained by a wind tunnel test method.

[0013] Further, the pitch moment coefficient in the step S2 is obtained by an engineering estimation method.

[0014] Further, the determination result of the step S5 is used to guide the design of the attitude and orbit control composite control system, specifically: When it is determined that the decoupling is possible, the control system adopts a decoupling design strategy, an attitude control disturbance model and an orbit control disturbance model are respectively established and linearly superposed; When it is determined that the decoupling is not possible, the control system adopts a coupling design strategy, a nonlinear model considering the coupling effect is established or a coupling disturbance database is used for feedforward compensation.

[0015] Further, in the step S2, the pitch moment coefficient is replaced by a corresponding yaw moment coefficient or a roll moment coefficient, and the method is also applicable to the decoupling characteristic judgment of the yaw channel and the roll channel.

[0016] An electronic device comprises a memory, a processor and a computer program stored on the memory and executable on the processor, and the processor implements the above-mentioned attitude and orbit control jet flow coupling aerodynamic disturbance decoupling characteristic judgment method when executing the program.

[0017] A computer readable storage medium has a computer program stored thereon, and the program is executed by a processor to implement the above-mentioned attitude and orbit control jet flow coupling aerodynamic disturbance decoupling characteristic judgment method.

[0018] The technical scheme of the present application realizes quantitative judgment of the attitude and orbit control jet flow coupling disturbance decoupling characteristic by constructing a rigorous mathematical judgment formula, and eliminates the subjectivity and experience dependence of the traditional method. The judgment formula associates the decoupling error with the attitude control main moment, has clear engineering significance, and ensures that the judgment standard is in line with the actual control requirements. The method directly guides the control system design: if decoupling is possible, a simplified linear model is used to reduce the calculation burden; if decoupling is not possible, a nonlinear compensation strategy is used to avoid control instability. Thus, the design efficiency is significantly improved, the calculation and test resources are saved, and the method has good flexibility and universality, and is suitable for multi-channel decoupling judgment of various aircrafts. BRIEF DESCRIPTION OF DRAWINGS

[0019] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0020] Figure 1 This is a flowchart of the method for judging the decoupling characteristics of attitude and orbit control jet coupling aerodynamic interference according to an embodiment of the present invention; Figure 2 The diagram shows the distribution of decoupling characteristics of a certain aircraft under flight conditions of 20km~40km altitude, Mach number 5~8, and angle of attack -4°~4°. Detailed Implementation

[0021] The technical solution of the present invention will be clearly and completely described below with reference to the embodiments. 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.

[0022] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0023] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified. Furthermore, the terms "installed," "connected," and "linked" should be interpreted broadly; for example, they may refer to a fixed connection, a detachable connection, or an integral connection; they may refer to a mechanical connection or an electrical connection; they may refer to a direct connection or an indirect connection through an intermediate medium; and they may refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0024] Example 1 To achieve the above objectives, the core of this invention is to construct a decoupling judgment formula with key aerodynamic coefficients as variables, and to make a binary conclusion of "yes" or "no" regarding the decoupling characteristics by judging whether this formula holds true. The specific steps of its technical solution are as follows: like Figure 1 and Figure 2 As shown, the method for determining the decoupling characteristics of attitude and orbit control jet coupling aerodynamic interference according to the present invention includes the following steps: Step S1: Define flight conditions and parameters The specific flight conditions requiring judgment must be clearly defined. These flight conditions include, but are not limited to: Mach number (Ma), angle of attack (α), sideslip angle (β), altitude (H), aircraft configuration (e.g., control surface deflection), position and thrust of attitude control engines, and position and thrust of orbit control engines. The judgment conclusion of this method is based on this specific combination of flight conditions.

[0025] Step S2: Obtain basic data for pitch moment coefficient The following set of pitch moment coefficients for this specific flight condition were obtained through high-precision CFD numerical simulation, wind tunnel testing, or proven engineering estimation methods: CMz 无喷 : Baseline state, i.e., the pitch moment coefficient of the aircraft when all engines are not operating.

[0026] CMz 姿控 : Single attitude control state, that is, when only the attitude control engine is working, the pitch moment coefficient of the aircraft.

[0027] CMz 轨控 : Single-track control state, that is, when only the track control engine is working, the pitching moment coefficient of the aircraft.

[0028] CMz 姿轨控 Attitude-orbit control combined state, that is, when the attitude control and orbit control engines are working simultaneously, the pitch moment coefficient of the aircraft.

[0029] Step S3: Calculate the disturbance torque coefficient Based on the data obtained in step S2, three key pitch disturbance moment coefficients (with and without jet) are calculated, which characterize the pure disturbance effect introduced by the jet: Single-attitude control pitch disturbance moment coefficient ΔCMz,A: via CMz 姿控 - CMz 无喷 The calculation yielded the result. It reflects the amount of interference of the pure attitude control jet on the pitch moment.

[0030] Single-track control pitch disturbance moment coefficient ΔCMz,D: via CMz 轨控- CMz 无喷 The calculation yielded the result. It reflects the amount of interference of the pure track control jet on the pitching moment.

[0031] Attitude and orbit control composite pitch disturbance moment coefficient ΔCMz,AD: via CMz 姿轨控 - CMz 无喷 The calculation yielded a result that reflects the total disturbance, including coupling effects, during the combined operation of attitude, orbit, and control.

[0032] Simultaneously, the pitch moment coefficient CMz generated by the attitude control itself is recorded. 姿控能力 This coefficient represents the direct control torque generated by the attitude control engine, which is the main torque for the aircraft to perform attitude control.

[0033] Step S4: Construct the decoupling judgment formula Constructing the core decoupling judgment formula of this invention: |(ΔCMz,A+ΔCMz,D)-ΔCMz,AD|<X·|CMz 姿控能力 | A more in-depth explanation of the physical meaning of this judgment: The left side of the judgment (ΔCMz,A + ΔCMz,D) represents the "disturbance prediction value under the linear decoupling assumption", that is, assuming that the coupled disturbance can be perfectly decoupled, the disturbance quantity under the composite control state should be the simple arithmetic sum of two independent disturbance quantities.

[0034] ΔCMz,AD represents the "measured value of actual coupling interference", that is, the real interference quantity that includes all nonlinear coupling effects, obtained directly through CFD or experiment.

[0035] The absolute value of the difference between the two, |(ΔCMz,A + ΔCMz,D) - ΔCMz,AD|, quantitatively characterizes the error introduced by the linear decoupling assumption. The larger this error, the stronger the coupling effect and the more the linear decoupling assumption deviates from reality.

[0036] The right side of the judgment expression is X·|CMz, 姿控能力 This defines an "upper limit of acceptable error in engineering." Here, X is the decoupling coefficient, a dimensionless percentage value. CMz, 姿控能力 It is the attitude control master moment, absolute value |CMz, 姿控能力 This reflects the magnitude of the torque involved in attitude control operations. Linking the upper limit of error to the main torque embodies the engineering principle of relating the judgment criteria to the actual control capability of the aircraft.

[0037] The value of the decoupling coefficient X reflects the margin requirements of the engineering design. A larger X value indicates a larger allowable decoupling error, a more lenient judgment standard, and a easier conclusion of "decoupling is possible"; conversely, a smaller X value indicates a more stringent judgment standard. Based on the summary and trade-offs of extensive engineering practice, the preferred range for the decoupling coefficient X is 5% to 20%. In an optimal implementation, X = 10%. This means that when the error of the linear decoupling assumption is less than 10% of the attitude control torque, the error is considered to be within the tolerance range of the control system, and the decoupling model is acceptable.

[0038] Step S5: Perform the judgment and output the conclusion. The ΔCMz,A,ΔCMz,D,ΔCMz,AD,CMz obtained in step S3 are used as the basis for calculating ΔCMz,A,ΔCMz,D,ΔCMz,AD,CMz. 姿控能力 And the X value selected in step S4 is substituted into the judgment formula for calculation and comparison.

[0039] If the condition is true, that is, |(ΔCMz,A + ΔCMz,D) - ΔCMz,AD| <X·|CMz, 姿控能力 If |, then it is determined that: under the specific flight condition currently being analyzed, the attitude and orbit control jet coupling interference can be decoupled. The physical meaning is that the mutual interference between the attitude control and orbit control jets is weak, and the principle of linear superposition approximately holds.

[0040] If the condition is not true, i.e., |(ΔCMz,A + ΔCMz,D) - ΔCMz,AD| ≥ X·|CMz, 姿控能力 If |, then it is determined that: under the specific flight condition currently being analyzed, the attitude and orbit control jet coupling interference cannot be decoupled. The physical meaning is that there is a strong nonlinear coupling between the attitude control and orbit control jets, rendering the linear superposition principle inapplicable.

[0041] Example 2 This embodiment is used for judgment under high-altitude and high-speed operating conditions. The following is an example of a typical working condition using a cone-shaped skirt similar to AIT.

[0042] like Figure 1 and Figure 2 As shown, the method for determining the decoupling characteristics of attitude and orbit control jet coupling aerodynamic interference in this embodiment includes the following steps: Step S1: Define flight conditions Flight Mach number Ma = 5.0; Flight angle of attack α = 0°; Flight altitude H = 30km; Attitude control engine: mounted in the head, thrust FA = 1000N; Rail-controlled engine: mounted at the center of gravity, thrust FD = 5000N; Step S2: Data Acquisition The pitching moment coefficients under this condition were calculated using a high-precision CFD method (emphasizing Reynolds-averaged Navier-Stokes equations combined with the k-ω SST turbulence model) as follows: CMz 无喷 = 0.002; CMz, 姿控 = 0.180; CMz, 轨控 = 0.008; CMz, 姿轨控 = 0.195; CMz 姿控能力 = 0.180; Step S3: Interference Calculation ΔCMz,A= 0.180 - 0.002 = 0.178; ΔCMz,D= 0.008 - 0.002 = 0.006; ΔCMz,AD= 0.195 - 0.002 = 0.193; CMz, 姿控能力 = 0.180; Steps S4 and S5: Constructing the judgment formula and decision The decoupling coefficient X is set to 10%; Left side of the equation: |(0.178 + 0.006) - 0.193| = |0.184 - 0.193| = 0.009; The right side of the equation: 10% × |0.180| = 0.018; Comparison: 0.009 < 0.018, the judgment is true; Conclusion: Under this high-altitude, high-speed condition (Ma=5.0, H=30km), the attitude, orbit, and jet flow coupling interference can be decoupled. For the control system designers of this aircraft, a decoupled control strategy can be confidently adopted in the vicinity of this condition. This involves designing separate attitude control and orbit control interference compensators and then superimposing their outputs during composite control, thereby effectively simplifying the control system structure.

[0043] The method described in this invention is not only applicable to the pitch channel, but by analogy, it can also be applied to the decoupling characteristic judgment of the yaw and roll channels. Simply replace the pitch moment coefficient (CMz) in the judgment formula with the corresponding yaw moment coefficient (CMy) or roll moment coefficient (CMx).

[0044] Furthermore, the set of "decouplingable" and "non-decouplingable" operating conditions identified by this invention can collectively form a "decoupling characteristic map" to guide the design of the entire flight envelope control system. This map serves as a bridge connecting aerodynamic design and control design, and is a key tool for achieving refined and intelligent design of the aircraft's attitude and orbit control composite control system.

[0045] This invention represents a leap from qualitative to quantitative analysis, proposing for the first time a precise mathematical formula to transform the previously experience-dependent and vague concept of "coupling strength" into a calculable quantitative standard based on specific aerodynamic data. This makes the judgment process completely objective and standardized, eliminating the uncertainty of human factors.

[0046] This invention has a clear physical meaning and a well-defined engineering orientation; the judgment criteria it constructs possess profound physical implications. It correlates the decoupling error with the aircraft's primary moment for attitude control (CMz, attitude control capability), ensuring that the judgment criteria closely align with the aircraft's actual control capabilities and accuracy requirements. This is more engineering-rational than setting a fixed, context-detached error value.

[0047] This invention offers direct and significant guidance, as its conclusion directly corresponds to two fundamentally different technical approaches in control system design. If the system is "decoupled," then decoupling design can be employed, significantly simplifying the model, reducing computational burden, and improving response speed. If it is "not decoupled," then designers must employ more complex coupled control strategies, such as nonlinear compensation, intelligent control, or feedforward control based on a coupling disturbance database, to avoid performance degradation or even instability due to model mismatch. This judgment provides crucial decision input for the top-level design of the control system architecture.

[0048] This invention significantly improves design efficiency and reduces costs. This method allows for the rapid identification of which operating conditions can be decoupled (thus saving on detailed coupling calculations or experiments for those conditions) within the vast design space of the flight envelope, and which conditions require focused study. This enables valuable design resources (computation time and experimental funding) to be concentrated on the most complex and critical coupled, strongly nonlinear regions, avoiding the waste of resources in a "scattershot" manner, thereby significantly shortening the development cycle and reducing the overall lifecycle development cost.

[0049] This invention offers high flexibility and versatility. By adjusting the decoupling coefficient X, this method can flexibly adapt to various scenarios with different aircraft, different flight stages, and different control precision requirements. The principle of this method is clear, it does not depend on a specific aircraft shape, and it can be widely applied to various missiles, spacecraft, spaceplanes, and other fields requiring combined attitude and orbit control.

[0050] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for determining the decoupling characteristics of attitude and orbit control jet coupling aerodynamic interference, characterized in that, Includes the following steps: Step S1: Determine flight operating parameters, including flight Mach number, angle of attack, flight altitude, attitude control engine parameters, and orbit control engine parameters; Step S2, obtain the pitch moment coefficients under the reference state and under each operating state, including: Reference pitch moment coefficient CMz under jet-free conditions 无喷 ; Pitch moment coefficient CMz when only the attitude control engine is working 姿控 ; Pitching moment coefficient CMz when only the rail control engine is working 轨控 ; Pitch moment coefficient CMz when attitude control and orbit control engines are operating simultaneously 姿轨控 ; The attitude control engine's own control torque CMz 姿控能力 ; Step S3, calculate the pitch disturbance moment coefficient for each state: Single attitude control pitch disturbance moment coefficient ΔCMz,A=CMz 姿控 - CMz 无喷 ; Single-track control pitch disturbance moment coefficient ΔCMz,D=CMz 轨控 - CMz 无喷 ; Attitude and orbit control composite pitch disturbance moment coefficient ΔCMz, AD=CMz 姿轨控 - CMz 无喷 ; Simultaneously record the pitch moment coefficient CMz generated by the attitude control itself. 姿控能力 ; Step S4, construct the decoupling judgment formula: |(ΔCMz,A+ΔCMz,D)-ΔCMz,AD|<X•|CMz 姿控能力 | Where X is the decoupling coefficient; Step S5: Determine the decoupling characteristics based on the result of the judgment formula. If the judgment is true, then it is determined that the attitude and orbit control jet coupling interference can be decoupled under the current flight conditions; If the judgment is not true, then it is determined that the attitude and orbit control jet coupling interference cannot be decoupled under the current flight conditions.

2. The method for judging the decoupling characteristics of attitude and orbit control jet coupling aerodynamic interference according to claim 1, characterized in that, The decoupling coefficient X ranges from 5% to 20%.

3. The method for judging the decoupling characteristics of attitude and orbit control jet coupling aerodynamic interference according to claim 2, characterized in that, The decoupling coefficient X is set to 10%.

4. The method for judging the decoupling characteristics of attitude and orbit control jet coupling aerodynamic interference according to claim 1, characterized in that, The pitching moment coefficient in step S2 is obtained through computational fluid dynamics numerical simulation.

5. The method for determining the decoupling characteristics of attitude and orbit control jet coupling aerodynamic interference according to claim 1, characterized in that, The pitching moment coefficient in step S2 is obtained through wind tunnel testing.

6. The method for determining the decoupling characteristics of attitude and orbit control jet coupling aerodynamic interference according to claim 1, characterized in that, The pitching moment coefficient in step S2 is obtained through engineering estimation methods.

7. The method for judging the decoupling characteristics of attitude and orbit control jet coupling aerodynamic interference according to claim 1, characterized in that, The determination result of step S5 is used to guide the design of the attitude and orbit control composite control system, specifically: When it is determined that it can be decoupled, the control system adopts a decoupling design strategy, establishes attitude control interference model and track control interference model respectively and performs linear superposition; When the system is determined to be non-decoupled, the control system adopts a coupling design strategy, establishing a nonlinear model that takes into account the coupling effect or using a coupling interference database for feedforward compensation.

8. The method for determining the decoupling characteristics of attitude and orbit control jet coupling aerodynamic interference according to claim 1, characterized in that, In step S2, the pitch moment coefficient is replaced with the corresponding yaw moment coefficient or roll moment coefficient. The method is also applicable to the determination of the decoupling characteristics of the yaw channel and the roll channel.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method for determining the decoupling characteristics of attitude and orbit control jet coupling aerodynamic interference as described in any one of claims 1 to 8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method for determining the decoupling characteristics of attitude and orbit control jet coupling aerodynamic interference as described in any one of claims 1 to 8.

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