Simulation method and device for evaluating attitude control capability of projectile body under orbit control and medium

Abstract

The invention provides a simulation method and device for evaluating the attitude control capability of a projectile body under orbit control and a medium, and the method comprises the steps: obtaining jet disturbance torque and free attitude response data of the projectile body as references through executing first open-loop simulation of starting a rail-controlled engine only; determining a test configuration for compensation control based thereon; second open-loop simulation is executed, and the attitude control engine is started and / or the control surface keeps a fixed deflection angle according to the test configuration while the orbit control engine is started; simulating repeatedly by changing working condition parameters, and determining the control capability boundary of the test configuration by taking the reversion of the attitude response direction as a criterion; and finally, a control scheme is selected in the boundary and is verified through closed-loop simulation. According to the method, through integrated coupling simulation, the control capability limit of attitude control and the control surface under orbit control interference is quantitatively evaluated, a direct basis is provided for optimal design of a control system, dependence on a large number of pneumatic databases is not needed, and the design efficiency and reliability are improved.

Description

Technical Field

[0001] This document relates to the field of projectile attitude control capability assessment technology, and in particular to a simulation method, equipment and medium for assessing projectile attitude control capability under orbital control. Background Technology

[0002] When using direct force control via orbital jets for maneuvering flight, the projectile's attitude angles, angular velocities, and angular accelerations change significantly over time, causing strong unsteady characteristics in the airflow around the projectile. Aerodynamic forces exhibit abrupt changes and bifurcation, exhibiting nonlinear features. These aerodynamic forces depend not only on the projectile's attitude but also on parameters such as the time history, amplitude, and frequency of the motion, leading to nonlinear changes in the projectile's motion characteristics and thus coupling its aerodynamic and kinematic properties. This nonlinear aerodynamic / kinematic coupling can significantly impact flight performance and control. Traditional research methods for addressing this issue begin with static aerodynamic analysis, followed by consideration of dynamic aerodynamic characteristics. Control system design and simulation are then performed based on an aerodynamic database, and finally, the entire system is continuously improved and optimized through flight testing. This traditional design approach is not only costly and time-consuming but also, because it does not fully consider unsteady aerodynamic characteristics and the multidisciplinary coupling of aerodynamics, kinematics, and control, often involves setting large aerodynamic data uncertainties or limiting controllable safety ranges in the control system design to ensure flight safety, potentially leading to a decrease in flight performance. Therefore, conducting integrated simulation of aerodynamics, motion, and control under jet interference is of great significance for shortening the development cycle and improving the design level, enabling effective assessment of the nonlinear and unsteady effects of aerodynamic interference during rapid maneuvers and their impact on control and flight, and proposing improvement directions for jet layout and control system design.

[0003] Previous studies on jet interference have focused on aerodynamics, without considering the coupling between aerodynamics, motion, and control. Through multidisciplinary coupling simulation of aerodynamics, motion, and control, the entire maneuvering process of an aircraft under the action of the control system can be realistically reproduced, reflecting the full dynamic and nonlinear multidisciplinary coupling effect, and supporting the rapid iterative design and optimization of the aircraft control system. Summary of the Invention

[0004] This invention provides a simulation method, equipment, and medium for evaluating the attitude control capability of a projectile under orbital control, aiming to solve the above-mentioned problems.

[0005] According to an embodiment of the present invention, a simulation method for evaluating the attitude control capability of a projectile under orbital control is provided, comprising: S1. Perform a first open-loop simulation with only the track control engine powered on, and obtain the first simulation data; the first simulation data includes: aerodynamic disturbance torque data generated by the track control jet, and the free attitude response data of the projectile under the disturbance torque; S2. Based on the direction of the disturbance torque and the direction of the free attitude response in the first simulation data, determine at least one test configuration for compensation control, the test configuration including attitude control engine configuration and / or control surface deflection configuration; S3. Perform the second open-loop simulation. At the same time as the orbital control engine is started, according to the test configuration determined in S2, start the corresponding attitude control engine according to the preset command and / or keep the control surface at the preset fixed deflection angle; obtain the second simulation data. S4. By changing the working condition parameters of the test configuration, S3 is repeatedly executed to obtain multiple sets of the second simulation data. Based on the multiple sets of the second simulation data, the critical working condition in which the test configuration can reverse the attitude response direction of the projectile relative to the free attitude response direction of S1 is determined, and the critical working condition is defined as the control capability boundary of the corresponding test configuration. S5. Within the range defined by the control capability boundary, select an attitude control scheme and perform closed-loop simulation based on the scheme for verification.

[0006] According to an embodiment of the present invention, an electronic device is provided, comprising: Processor; and, A memory is configured to store computer-executable instructions, which, when executed, cause the processor to perform the steps of the simulation method for evaluating the attitude control capability of a projectile under orbital control.

[0007] According to an embodiment of the present invention, a storage medium is provided for storing computer-executable instructions, which, when executed, implement the steps of the simulation method for evaluating the attitude control capability of a projectile under orbital control described above.

[0008] This invention employs an integrated aerodynamic / motion / control simulation environment to directly couple and solve the unsteady flow field and six-degree-of-freedom projectile motion at the physical time step level. This enables high-fidelity reproduction of the strong nonlinear and unsteady disturbance effects caused by the orbital control jet and their coupling process with the projectile motion. Based on this, the method innovatively adopts a strategy of open-loop limit testing for free response calibration. Through a series of designed open-loop simulations, the maximum control capability boundary of the attitude control engine and control surfaces in resisting orbital control disturbances is directly and quantitatively measured. This provides a clear quantitative basis for control system design, enabling engineers to quickly select or optimize the most reliable and efficient control scheme within the known capability boundary, and verify it through closed-loop simulation. This overcomes the conservative and inefficient problems caused by traditional static database-based design, significantly improving the design accuracy and development efficiency of attitude control systems under complex maneuvering conditions. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in one or more embodiments of this specification or in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1 This is a flowchart of a simulation method for evaluating the attitude control capability of a projectile under orbital control, according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the projectile body and tail fin shape according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the layout of the orbital control nozzle and attitude control nozzle according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the open-loop simulation calculation results when the track control system operates independently, according to an embodiment of the present invention. Figure 5 This is a schematic diagram of the open-loop simulation calculation results during the operation of track control + attitude control in an embodiment of the present invention; Figure 6 This is a schematic diagram of the open-loop simulation calculation results for track control + rudder deflection in an embodiment of the present invention; Figure 7 This is a schematic diagram of the attitude control closed-loop simulation calculation results when the track control system is working alone, according to an embodiment of the present invention. Detailed Implementation

[0011] To enable those skilled in the art to better understand the technical solutions in one or more embodiments of this specification, the technical solutions in one or more embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this specification, and not all of the embodiments. Based on one or more embodiments of this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this document.

[0012] Method Implementation Examples According to embodiments of the present invention, a simulation method for evaluating the attitude control capability of a projectile under orbital control is provided, based on... Figure 1 As shown, the simulation method for evaluating the attitude control capability of a projectile under orbital control according to an embodiment of the present invention specifically includes: Before implementing this method, an integrated aerodynamic / motion / control simulation environment needs to be built. The specific construction method is as follows: 1. Specific implementation of the flow and aerodynamic characteristics calculation module The flow and aerodynamic characteristics calculation module is implemented using an unsteady computational fluid dynamics method based on delayed detached eddy simulation (DDES). The governing equations are the three-dimensional compressible Navier-Stokes equations for continuous flow, discretized using the finite volume method. The convection term is discretized using the second-order accurate Roe scheme, and the viscous term is discretized using the central difference scheme. The turbulence model is the DDES model based on the one-equation SA turbulence model. The time term is discretized using the dual time step method, and the inner iteration uses the LU-SGS implicit method, with a local time step method to accelerate the convergence of the inner iteration process.

[0013] 2. Specific implementation of the projectile motion calculation module The projectile motion calculation module is based on rigid body dynamics and six-degree-of-freedom motion equations, and uses the fourth-order Runge-Kutta method to solve the motion equations numerically.

[0014] 3. Coupling solution strategy for flow and motion The flow and motion coupling solution adopts a loose coupling method, and performs coupled iterative solution at the physical time step level: within each physical time step, the flow and aerodynamic characteristics solution module calculates aerodynamic force / torque based on the motion state of the projectile at the previous moment, and the projectile motion solution module integrates to obtain the new motion state, and feeds it back to the flow and aerodynamic characteristics solution module for calculation of the next time step, and so on iteratively.

[0015] 4. Mesh technology and dynamic mesh processing The simulation employs rigid dynamic mesh technology, and the projectile computational mesh is divided using a partitioned structured mesh technology. Appropriate mesh partitions, topologies, mesh distributions, and scales are determined based on the complex wave / vortex structure of the jet interference flow field and the range of the separation zone. Furthermore, the control surface mesh partitions and nozzle mesh partitions are reasonably divided according to the positional relationship between the control surface and the nozzle.

[0016] 5. Simulation initial condition settings The steady jetless convergent flow field under the current incoming Mach number, flight altitude, and initial attitude angle is used as the initial field for calculation, and the initial angular velocity and angular acceleration of the projectile are set to be 0 under the current conditions.

[0017] 6. Setting the working conditions for jet stream The jet flow conditions are applied at the nozzle inlet. Considering the jet flow opening / closing process, the jet flow pressure build-up curve adopts a trapezoidal or other common engineering form. The timing sequence of the track control jet flow opening is set according to the maneuvering requirements of the projectile. In the open-loop control simulation, the timing sequence of attitude control opening is consistent with that of track control. In the closed-loop control simulation, the timing sequence of attitude control opening is given by the control module based on the real-time attitude error.

[0018] 7. Implementation method of the control module A switching control strategy is adopted, and the controlled object is the projectile attitude angle (such as angle of attack). In the closed-loop simulation, the control module controls the attitude engine at each physical time step according to the difference between the target value and the current value of the projectile attitude angle: the attitude engine is turned off when the difference is 0, and the attitude engine is turned on when the difference is not 0.

[0019] After completing the simulation environment setup, perform the following steps: S1. Perform a first open-loop simulation with only the track control engine powered on, and obtain the first simulation data; the first simulation data includes: aerodynamic disturbance torque data generated by the track control jet, and the free attitude response data of the projectile under the disturbance torque; S2. Based on the direction of the disturbance torque and the direction of the free attitude response in the first simulation data, determine at least one test configuration for compensation control, the test configuration including attitude control engine configuration and / or control surface deflection configuration; The determination of the test configuration specifically involves: selecting an attitude control engine capable of generating an opposite torque as the attitude control engine configuration based on the free attitude response direction; and / or selecting a control surface deflection direction capable of generating an opposite torque as the initial direction of the control surface deflection configuration.

[0020] S3. Perform the second open-loop simulation. At the same time as the orbital control engine is started, according to the test configuration determined in S2, start the corresponding attitude control engine according to the preset command and / or keep the control surface at the preset fixed deflection angle; obtain the second simulation data. S4. By changing the working condition parameters of the test configuration, S3 is repeatedly executed to obtain multiple sets of the second simulation data. Based on the multiple sets of the second simulation data, the critical working condition in which the test configuration can reverse the attitude response direction of the projectile relative to the free attitude response direction of S1 is determined, and the critical working condition is defined as the control capability boundary of the corresponding test configuration. The changes to the test configuration parameters include: changing the simulated thrust of the attitude control engine or the start-up duration; and / or, changing the fixed deflection angle of the control surfaces.

[0021] The specific criterion for determining the critical working condition is as follows: in the second simulation data, the direction of change of the projectile attitude angle is opposite to the direction of the free attitude response described in S1, and the absolute value of the attitude angle change rate reaches or exceeds the absolute value of the free attitude response change rate in S1 for the first time.

[0022] S5. Within the range defined by the control capability boundary, select an attitude control scheme and perform closed-loop simulation based on the scheme for verification.

[0023] The specific options for selecting an attitude control scheme include: selecting a pure attitude control scheme within the control capability boundary of the attitude control engine configuration; selecting a pure rudder control scheme within the control capability boundary of the rudder surface deflection configuration; or selecting a composite scheme of attitude control and rudder surface joint control within both boundaries.

[0024] The simulation employs rigid dynamic mesh technology, and the projectile calculation mesh adopts a structured mesh with partitioned connections. The orbital control nozzle, attitude control nozzle, and control surface regions are all set as independent mesh partitions to adapt to jet interference and motion.

[0025] Specifically, the first open-loop simulation and the second open-loop simulation are achieved by coupling the flow and aerodynamic characteristics solution module and the projectile motion solution module at each physical time step. The flow and aerodynamic characteristics solution module adopts an unsteady computational fluid dynamics method based on delayed detached vortex simulation, and the projectile motion solution module is constructed based on the rigid body six-degree-of-freedom motion equation.

[0026] The flow and motion coupling solution adopts a loose coupling method. In each physical time step, the flow and aerodynamic characteristic solution module calculates aerodynamic force / torque based on the motion state of the previous moment, and the projectile motion solution module integrates to obtain the new motion state, and iteratively advances.

[0027] The determination of the test configuration specifically involves selecting an attitude control engine capable of generating an opposite torque as the attitude control engine configuration based on the free attitude response direction; and / or selecting a control surface deflection direction capable of generating an opposite torque as the initial direction of the control surface deflection configuration.

[0028] The changes to the test configuration parameters include: changing the simulated thrust of the attitude control engine or the start-up duration; and / or, changing the fixed deflection angle of the control surfaces.

[0029] The specific criterion for determining the critical working condition in S4 is as follows: In the second simulation data, the direction of change of the projectile attitude angle is opposite to the direction of free attitude response in S1, and the absolute value of the attitude angle change rate reaches or exceeds the absolute value of the free attitude response change rate in S1 for the first time.

[0030] The specific options for selecting an attitude control scheme as described in S5 include: selecting a pure attitude control scheme within the control capability boundary of the attitude control engine configuration, selecting a pure rudder control scheme within the control capability boundary of the rudder surface deflection configuration, or selecting a composite scheme of attitude control and rudder surface joint control within both boundaries.

[0031] The simulation employs rigid dynamic mesh technology, and the projectile calculation mesh adopts a structured mesh with partitioned connections. The orbital control nozzle, attitude control nozzle, and control surface regions are all set as independent mesh partitions to adapt to jet interference and motion.

[0032] Based on the above method steps, the present invention can also be implemented according to the following specific operation process: (1) The computational grid is divided according to the computational shape by adopting a partitioned docking structure grid method.

[0033] (2) Calculate the steady jetless flow field under the current incoming Mach number, flight altitude, and initial attitude angle.

[0034] (3) The converged jetless flow field is used as the initial field for the simulation of orbital maneuvering flight under the current conditions, and the initial angular velocity and angular acceleration of the projectile are set to 0.

[0035] (4) Set the timing of the launch of the track control jet according to the maneuvering requirements of the projectile, and perform open-loop simulation when the track control jet works alone to obtain the aerodynamic interference force / torque generated by the track control and the free attitude response data of the projectile.

[0036] (5) Based on the direction of the disturbance torque and the direction of attitude change obtained in step (4), select an attitude control jet configuration that can generate the opposite torque to suppress the disturbance and stabilize the attitude of the projectile.

[0037] (6) Perform open-loop simulation when the track control and the selected attitude control are turned on at the same time, and obtain the aerodynamic force / torque and attitude response data when attitude control compensation is applied.

[0038] (7) Compare the result of step (6) with that of step (4): If the attitude response direction is reversed, it is determined that the attitude control has stable control capability under the current working condition; otherwise, it is determined that the control capability is insufficient.

[0039] (8) Based on the interference direction obtained in step (4), select the deflection direction and initial deflection angle of the rudder surface that can generate the opposite torque.

[0040] (9) Perform open-loop simulation of the rail control system when there is a rudder deflection angle to obtain relevant data for rudder surface compensation.

[0041] (10) Compare the result of step (9) with that of step (4): If the attitude response direction is reversed, the control surface is determined to have stable control capability; otherwise, it is determined to have insufficient capability.

[0042] (11) Within the set Mach number, flight altitude, and initial attitude angle research range, update the operating condition parameters and repeat steps (2) to (10).

[0043] (12) Based on the results of attitude control and control surface control capability assessment under each working condition, divide and determine the respective control capability boundaries.

[0044] (13) Within the control capability boundary of attitude control and control surfaces, select one or more combined control schemes and conduct closed-loop simulation of orbit control maneuvering flight to verify whether the selected scheme can achieve stable attitude control. Specific implementation examples: This invention relates to a projectile body + tail fin shape, such as Figure 2 As shown, attitude control simulation calculations and tests were conducted during single-unit orbit control operation in the pitch direction. The missile length is 3500mm, the orbit control nozzle is positioned 1831mm from the missile's nose, and the attitude control nozzle is positioned 3321mm from the missile's nose. Figure 3 The diagram shows the layout of the orbital control nozzle and attitude control nozzle according to an embodiment of the present invention, with the orbital control nozzle on the left and the attitude control nozzle on the right. Figure 3 It is known that the incoming Mach number is 8, the flight altitude is 40km, the initial angle of attack and sideslip angle are both 0°, the exit diameter of the orbit control nozzle is 72mm, the diameter of the attitude control nozzle is 24mm, the exit Mach number of both the orbit control and attitude control nozzles is 3.55, the maximum total pressure of both the orbit control and attitude control jets is 4.98MPa, and the total temperature of both the orbit control and attitude control jets is 293.15K. Using the jetless flow field under given conditions as the initial field, the orbit control is set to start immediately based on the jetless initial field, and then continue operating for 50ms.

[0046] Under the above conditions, an open-loop simulation calculation was first performed when a single track control unit operated independently in the pitch direction. The calculation results are as follows: Figure 4 As shown, the curves illustrating the variation of the pitch attitude angle (i.e., angle of attack α) with the orbital control operation time are presented, demonstrating a gradual downward trend in the projectile's attitude during orbital control operation. Then, an attitude control system capable of raising the projectile's nose is selected, and open-loop simulation calculations are performed for pitch orbital control + attitude control operation. The calculation results are shown below. Figure 5 As shown, the curves illustrating the change in pitch attitude angle over time are presented. This indicates that during the combined orbit control and attitude control operation, the projectile's attitude gradually tilts upwards, demonstrating that attitude control completely suppresses the projectile's downward tilting tendency that occurs when orbit control operates alone, and even reverses the projectile's attitude change. Then, a rudder deflection mechanism capable of tilting the projectile upwards is selected, and open-loop simulation calculations are performed for pitch direction orbit control + rudder deflection. The calculation results are shown below. Figure 6 As shown, the curves illustrating the change in pitch attitude angle over time during orbit control operation are presented. This indicates that during orbit control + rudder deflection operation, the projectile's attitude gradually tends to rise, demonstrating that rudder deflection can suppress the projectile's tendency to pitch down when orbit control operates alone, and even reverse the projectile's attitude change, although the rate of change is relatively slow. Figure 5 Results were slow.

[0047] The above results indicate that, under the current operating conditions, attitude control is capable of achieving stable attitude control of the projectile during track control operation. Therefore, a control scheme combining track control operation and attitude control stabilization is selected for closed-loop simulation calculation and verification. That is, after track control is activated, real-time attitude stabilization control is achieved using both upper and lower attitude controllers. The calculation results are as follows: Figure 7 As shown, the curves of pitch attitude angle change with orbit control working time are given, showing that the projectile attitude is always kept near the initial state of 0 degrees, indicating that the current control scheme can achieve stable control of the projectile attitude.

[0048] By employing the embodiments of the present invention, the following beneficial effects are achieved: By utilizing an integrated aerodynamic / motion / control simulation environment, the unsteady flow field and six-DOF projectile motion are directly coupled and solved at the physical time step level. This enables high-fidelity reproduction of the strong nonlinear and unsteady disturbance effects caused by the orbital control jet and their coupling process with the projectile motion. Based on this, the method innovatively adopts a strategy of open-loop limit testing for free response calibration. Through a series of designed open-loop simulations, the maximum control capability boundary of the attitude control engine and control surfaces in resisting orbital control disturbances is directly and quantitatively measured. This provides a clear quantitative basis for control system design, enabling engineers to quickly select or optimize the most reliable and efficient control scheme within the known capability boundary, and verify it through closed-loop simulation. This overcomes the conservative and inefficient problems caused by traditional static database-based design, significantly improving the design accuracy and development efficiency of attitude control systems under complex maneuvering conditions.

[0049] Device Example 1 According to an embodiment of the present invention, an electronic device is provided, comprising: Processor; and, A memory is configured to store computer-executable instructions that, when executed, cause the processor to perform the steps of the method embodiments described above.

[0050] Device Example 2 According to an embodiment of the present invention, a storage medium is provided for storing computer-executable instructions, which, when executed, implement the steps of the method embodiments described above.

[0051] 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 therein. Such 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 simulation method for evaluating the attitude control capability of a projectile under orbital control, characterized in that... include: S1. Perform the first open-loop simulation with only the track control engine powered on, and obtain the first simulation data; The first simulation data includes: aerodynamic disturbance torque data generated by the orbital control jet, and free attitude response data of the projectile under the disturbance torque; S2. Based on the direction of the disturbance torque and the direction of the free attitude response in the first simulation data, determine at least one test configuration for compensation control, the test configuration including attitude control engine configuration and / or control surface deflection configuration; S3. Perform the second open-loop simulation. At the same time as the orbital control engine is started, according to the test configuration determined in S2, start the corresponding attitude control engine according to the preset command and / or keep the control surface at the preset fixed deflection angle; obtain the second simulation data. S4. By changing the working condition parameters of the test configuration, S3 is repeatedly executed to obtain multiple sets of the second simulation data. Based on the multiple sets of the second simulation data, the critical working condition in which the test configuration can reverse the attitude response direction of the projectile relative to the free attitude response direction of S1 is determined, and the critical working condition is defined as the control capability boundary of the corresponding test configuration. S5. Within the range defined by the control capability boundary, select an attitude control scheme and perform closed-loop simulation based on the scheme for verification.

2. The method according to claim 1, characterized in that, The first open-loop simulation and the second open-loop simulation are achieved by coupling the flow and aerodynamic characteristics solution module and the projectile motion solution module at each physical time step. The flow and aerodynamic characteristics solution module adopts an unsteady computational fluid dynamics method based on delayed detached vortex simulation, and the projectile motion solution module is constructed based on the rigid body six-degree-of-freedom motion equation.

3. The method according to claim 2, characterized in that, The flow and motion coupling solution adopts a loose coupling method. In each physical time step, the flow and aerodynamic characteristic solution module calculates aerodynamic force / torque based on the motion state of the previous moment, and the projectile motion solution module integrates to obtain the new motion state, and iteratively advances.

4. The method according to claim 1, characterized in that, The determination of the test configuration specifically involves selecting an attitude control engine capable of generating an opposite torque as the attitude control engine configuration based on the free attitude response direction; and / or selecting a control surface deflection direction capable of generating an opposite torque as the initial direction of the control surface deflection configuration.

5. The method according to claim 1, characterized in that, The changes to the test configuration parameters include: changing the simulated thrust of the attitude control engine or the start-up duration; and / or, changing the fixed deflection angle of the control surfaces.

6. The method according to claim 1, characterized in that, The specific criterion for determining the critical working condition in S4 is as follows: In the second simulation data, the direction of change of the projectile attitude angle is opposite to the direction of free attitude response in S1, and the absolute value of the attitude angle change rate reaches or exceeds the absolute value of the free attitude response change rate in S1 for the first time.

7. The method according to claim 1, characterized in that, The specific options for selecting an attitude control scheme as described in S5 include: selecting a pure attitude control scheme within the control capability boundary of the attitude control engine configuration, selecting a pure rudder control scheme within the control capability boundary of the rudder surface deflection configuration, or selecting a composite scheme of attitude control and rudder surface joint control within both boundaries.

8. The method according to claim 2, characterized in that, The simulation employs rigid dynamic mesh technology, and the projectile calculation mesh adopts a structured mesh with partitioned connections. The orbital control nozzle, attitude control nozzle, and control surface regions are all set as independent mesh partitions to adapt to jet interference and motion.

9. An electronic device, comprising: processor; as well as, A memory configured to store computer-executable instructions, which, when executed, cause the processor to perform the steps of the simulation method for evaluating the attitude control capability of a projectile under orbital control as described in any one of claims 1-8.

10. A storage medium for storing computer-executable instructions, which, when executed, implement the steps of the simulation method for evaluating the attitude control capability of a projectile under orbital control as described in any one of claims 1-8.

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