Parallel double-seat adaptive ejection trajectory control method and system

Abstract

The invention belongs to the technical field of aviation lifesaving, and provides a parallel double-seat self-adaptive ejection trajectory control method and system, and the method comprises the following steps: dividing the cross section of an aircraft into six regions; acquiring a roll angle in real time when the aircraft catapults, and executing corresponding catapulting trajectory control according to an area where the roll angle falls; wherein the ejection track control comprises simultaneous ejection of the left chair and the right chair, ejection of the left chair and ejection of the right chair, and ejection of the right chair and ejection of the left chair. The problems that two existing seats interfere with each other after ejection, and safety accidents are prone to being caused are solved, and the comprehensive life-saving performance of the two ejection seats is improved.

Description

Technical Field

[0001] This invention belongs to the field of aviation life-saving technology, and relates to a control method and system that can improve life-saving performance and expand the range of the aircraft after the human-chair system quickly exits the aircraft during emergency ejection. Background Technology

[0002] Two-seat aircraft have seen significant development due to their advanced functional framework. Since ejection seats must perform a series of prescribed actions after ejection, such as stabilizing free flight and deploying the escape parachute, it is crucial to ensure that there is no trajectory interference between the two seats. If the seats collide or the escape parachutes become entangled, it will seriously threaten the pilot's life. Therefore, ensuring that the two-seat ejection system does not experience trajectory interference after ejection has become a pressing problem for engineers to solve.

[0003] A certain type of aircraft in a certain country, employing a two-seat side-by-side layout, has an ejection escape system controlled by command. This system includes a canopy system, an ejection seat subsystem, a trajectory divergence subsystem, an ejection activation subsystem, and a command control subsystem. By employing trajectory divergence technology and a fixed 0.4-second delay between each pair of seats, the system ensures that the trajectories of the seats remain undisturbed after ejection within the escape velocity envelope. In a two-seat configuration, the left seat is the pilot's position, and the right seat is the weapons operator's position. The ejection sequence is right-seat ejection first, followed by left-seat ejection, with the right seat diverging to the right and the left seat diverging to the left.

[0004] If the ejection method of right-seat first, left-seat second ejection is adopted, it will result in the right-seat ejecting first and the left-seat ejecting last during the aircraft's right roll (i.e., when the roll angle is negative). This would cause the right-seat to eject above the left-seat after ejection, and the rocket jets under the right-seat tray after ejection might affect the left-seat occupant, causing injury. After the left-seat ejects, the ejection trajectories of the two seats may intersect, increasing the risk of interference between them. According to the current control concept, in order to ensure the divergence effect between the two seats and prevent interference after ejection, the impulse of the second-stage rocket of the first ejected seat has a larger lateral component than the axial component, and the impulse of the rocket of the second ejected seat has a larger axial component than the lateral component. This ensures that the two seats can diverge while maximizing their survival performance.

[0005] Based on the above background, taking existing ejection seats as a platform, our research direction is to ensure that the trajectory of the two-seat ejection life-saving system does not interfere after ejection, and to maximize the performance of the ejection seat. Summary of the Invention

[0006] This invention addresses the technical problem of interference after ejection of two seats, which can easily lead to safety accidents. It provides a method and system for adaptive ejection trajectory control of two side-by-side ejection seats. The system dynamically acquires the roll angle of the ejection and adaptively adjusts the ejection sequence and trajectory to ensure that the second-stage rocket jet of the ejected seat does not affect the ejected seat, thus ensuring the divergence effect of the ejection trajectory of the two seats and improving the overall life-saving performance of the two ejection seats.

[0007] To achieve the above-mentioned objectives, the technical solution adopted by this invention is as follows: In a first aspect, the present invention provides a method for controlling the trajectory of a parallel dual-seat adaptive catapult launch, comprising the following steps: The aircraft's cross-section was divided into six regions; The aircraft's roll angle is acquired in real time during ejection, and the corresponding ejection trajectory control is executed based on the area the aircraft lands in according to the roll angle. The ejection trajectory control includes simultaneous ejection of the left and right chairs, ejection of the left chair first followed by the right chair, and ejection of the right chair first followed by the left chair.

[0008] As a further technical solution of the present invention: the aircraft cross-section is divided into 6 regions, specifically: The aircraft cross-section is divided into 6 regions in a counter-clockwise direction along the flight path. Area I is defined as follows: the right seat is above the left seat, and the aircraft roll angle is between -γ2 and -γ1. Area II is characterized by both seats facing upwards and the aircraft roll angle ranging from -γ1 to +γ1. Area III is defined as follows: the left seat is above the right seat, and the aircraft roll angle is between +γ1 and +γ2. Area IV is defined as follows: the left seat is above the right seat, and the aircraft roll angle is between +γ2 and +γ3. Zone V is characterized by both seats facing downwards and the aircraft roll angle being between +γ3 and -γ3. Zone VI is defined as follows: the right seat is above the left seat, and the aircraft roll angle is between -γ3 and -γ2.

[0009] As a further technical solution of the present invention: when the aircraft ejects from the cabin at a roll angle of -γ2 to -γ1, the two seats adopt a same-side divergence method. At this time, the right seat is above the left seat. The left seat ejects first. After the left seat exits the cabin, the left attitude rocket is ignited immediately. The second-stage power rocket starts working after a delay of t3. The left attitude rocket starts working after the real-time roll angle of the seat is greater than -γ4. After a delay of t1, the right seat ejects from the cabin. The left attitude rocket and the second-stage power rocket of the right seat start working immediately after exiting the cabin. The right attitude rocket starts working after the real-time roll angle of the right seat is greater than -γ5.

[0010] As a further technical solution of the present invention: when the aircraft rolls out of the cabin at an angle of -γ1 to +γ1, the two seats adopt a divergent ejection method, with the left and right seats ejecting simultaneously. After the right seat ejects, the left attitude rocket and the second-stage power rocket ignite simultaneously. After the left seat ejects, the right attitude rocket and the second-stage power rocket ignite simultaneously. After a delay of t0, the right attitude rocket of the right seat and the left attitude rocket of the left seat begin to ignite.

[0011] As a further technical solution of the present invention: when the aircraft ejects from the cabin at a roll angle of +γ1 to +γ2, the two seats adopt a same-side divergence method. At this time, the left seat is above the right seat, and the right seat ejects first. At this time, the attitude rocket on the right side of the right seat starts working immediately after ejection, and the second-stage power rocket starts working after a delay of t3 after ejection. The attitude rocket on the left side starts working after the real-time roll angle of the right seat is less than γ4. After a delay of t1, the left seat ejects from the cabin, and the attitude rocket on the right side of the left seat and the second-stage power rocket start working immediately after ejection. The attitude rocket on the left side starts working after the real-time roll angle of the left seat is less than γ5.

[0012] As a further technical solution of the present invention: when the aircraft ejects from the cabin at a roll angle of +γ2 to +γ3, the two seats adopt a same-side divergence method. At this time, the left seat is above the right seat. The right seat ejects first. After the right seat ejects, the right attitude rocket ignites immediately. The second-stage power rocket ignites after a delay of t3 and when the seat roll angle is less than γ6. The left attitude rocket ignites when the seat roll angle is less than γ7. After a delay of t2, the right attitude rocket ignites immediately after the left seat ejects. The second-stage power rocket ignites when the seat roll angle is less than γ8. The left attitude rocket ignites when the seat roll angle is less than γ9.

[0013] As a further technical solution of the present invention: when ejecting from the aircraft at a roll angle of +γ3 to -γ3, the two seats adopt a divergent ejection method, with the left and right seats ejecting simultaneously. After the right seat ejects, the left attitude rocket ignites, and the second-stage power rocket ignites after the real-time roll angle of the seat is greater than -γ10. The right attitude rocket ignites after the real-time roll angle of the seat is greater than -γ11. After the left seat ejects, the right attitude rocket ignites, and the second-stage power rocket ignites after the real-time roll angle of the seat is less than γ10 with a delayed ignition. The left attitude rocket ignites after the real-time roll angle of the seat is less than γ11.

[0014] As a further technical solution of the present invention: when the aircraft ejects from the cabin at a roll angle of -γ3 to -γ2, the two seats adopt a same-side divergence method. At this time, the right seat is above the left seat. The left seat ejects first. After the left seat ejects, the left attitude rocket ignites immediately. The second-stage power rocket ignites after a delay of t3 and when the real-time roll angle of the seat is greater than -γ6. The right attitude rocket ignites after the real-time roll angle of the seat is greater than -γ7. After a delay of t2, the left attitude rocket ignites immediately after the right seat ejects. The second-stage power rocket ignites after the roll angle of the seat is greater than -γ8. The right attitude rocket ignites after the real-time roll angle of the seat is greater than -γ9.

[0015] Secondly, the present invention provides a side-by-side dual-seat adaptive ejection trajectory control system, wherein an electronic program controller is installed on each of the two seats in the left and right cabins, and the electronic program controller contains multiple control boards and a set of MEMS inertial measurement modules. The control board uses a DSP digital signal processing system. The internal control board includes a processing chip, general-purpose I / O ports, general-purpose timers, power-on reset and monitoring circuits, A / D converters, control start signal circuits, ignition modules, and non-volatile memory, which are used to receive, process, and send signals. The MEMS inertial measurement module senses the seat's speed, height, and attitude in real time and transmits the status data to the control board for data processing and application. The electronic programmable controller can communicate with the aircraft and receive real-time speed, altitude, latitude, longitude and attitude data sent by the aircraft for the alignment of its own MEMS inertial measurement module.

[0016] As a further technical solution of the present invention: the ejection projectile, the second-stage propulsion rocket, the left / right attitude rocket, the separation incendiary projectile and the parachute gun projectile of the seat are all pyrotechnic projectiles on the seat, and are all fired by the electrical signal output by the electronic program controller, providing power to the seat from the stage of exiting the cabin to the parachute. The ejection system consists of two components: an ejection rocket (primary propulsion for ejection) and a parachute launcher (secondary propulsion for ejection). The ejection rocket provides a second stage of thrust to the seat after ejection, lasting 0.35 seconds. Two attitude rockets are mounted on either side of the parachute box. The left attitude rocket provides a clockwise angular velocity in the same direction as the flight path, while the right attitude rocket provides a counter-clockwise angular velocity in the same direction, lasting 0.08 seconds. When the seat's speed and altitude are below preset escape speed and altitude, the separation incendiary projectile activates, and the separation system on the seat disengages the pilot from the seat. The parachute launcher then fires the parachute box, rapidly opening and fully inflating the parachute, allowing the pilot to safely decelerate and land after separation.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. The present invention uses left and right seats to adaptively adjust the ejection sequence and time interval by comparing the roll angle during ejection with the preset roll angle. This ensures that the second-stage rocket of the seat ejecting first has a larger lateral component, and the second-stage rocket of the seat ejecting later has a larger axial component. This avoids interference between the trajectories of the two seats after ejection, balances the life-saving performance between the two seats, and improves the overall life-saving performance of the two ejection seats.

[0018] 2. This invention employs an adaptive ejection trajectory control method, which can resolve the impact of the rocket jet on the first ejection seat and avoid the risk of interference between the two ejection seats after ejection. By automatically identifying the aircraft's roll angle at the moment of ejection, the ejection sequence is determined at that instant. Trajectory control is used to prevent interference between the two ejection seats after ejection, balancing their survival performance and improving the overall survival performance of both ejection seats. This method is highly operable and easy to implement. Attached Figure Description

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

[0020] Figure 1 This is a schematic diagram of the parallel dual-seat adaptive region ejection system of the present invention; Figure 2 This is a flowchart illustrating the control process after the left chair exits the cabin according to the present invention. Figure 3 This is a flowchart illustrating the control process after the right chair exits the cabin according to the present invention.

[0021] In the figure, a) γ is the real-time roll angle sensed by the MEMES inertial measurement module inside the seat's electronic program controller. b) t0, t1, t2, and t3 are delay times; c) γ1~γ11 are the roll angle determination thresholds set in the control program; d) C1=1 is the output of the electronic programmable controller to ignite the right-side attitude rocket and enable it to work; e) C2=1 is the output of the electronic program controller to ignite the left-side attitude rocket and enable it to work; f) R=1 is the output of the electronic programmable controller to ignite the second-stage rocket and enable it to work. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, 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.

[0023] The features and illustrative embodiments of various aspects of the present invention will now be described in detail. Numerous specific details are set forth in the following detailed description to provide a thorough understanding of the invention. However, it will be apparent to those skilled in the art that the invention may be practiced without requiring some of these specific details. The following description of embodiments is merely intended to provide a better understanding of the invention by illustrating examples of the invention. The invention is by no means limited to any specific setups and methods set forth below, but covers any improvements, substitutions, and modifications to structures, methods, and devices without departing from the spirit of the invention. Well-known structures and techniques are not shown in the drawings and the following description to avoid unnecessarily obscuring the invention.

[0024] In the description of this invention, it should be noted that the directions or positional relationships indicated by terms such as "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" are based on the directions or positional relationships shown in the accompanying drawings and are only for the convenience of describing and simplifying the invention, and should not be construed as limiting the invention. Furthermore, the use of ordinal numbers (e.g., "first and second," etc.) is for distinguishing objects and is not limited to this order, and should not be construed as indicating or implying relative importance.

[0025] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly, encompassing both direct connection and indirect connection via an intermediate medium. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0026] It should be noted that, unless otherwise specified, the embodiments of the present invention and the features thereof can be combined with each other, and the various embodiments can be referenced and cited in each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0027] The present invention will be further described in detail below with reference to the embodiments and accompanying drawings, but the embodiments of the present invention are not limited thereto.

[0028] Example 1 This invention discloses a method for controlling the trajectory of a parallel dual-seat adaptive catapult, which includes the following steps: The aircraft's cross-section was divided into six regions; The aircraft's roll angle is acquired in real time during ejection, and the corresponding ejection trajectory control is executed based on the area the aircraft lands in according to the roll angle. The ejection trajectory control includes simultaneous ejection of the left and right chairs, ejection of the left chair first followed by the right chair, and ejection of the right chair first followed by the left chair.

[0029] Furthermore, the aircraft cross-section is divided into 6 regions, specifically: The aircraft cross-section is divided into 6 regions in a counter-clockwise direction along the flight path. Area I is defined as follows: the right seat is above the left seat, and the aircraft roll angle is between -γ2 and -γ1. Area II is characterized by both seats facing upwards and the aircraft roll angle ranging from -γ1 to +γ1. Area III is defined as follows: the left seat is above the right seat, and the aircraft roll angle is between +γ1 and +γ2. Area IV is defined as follows: the left seat is above the right seat, and the aircraft roll angle is between +γ2 and +γ3. Zone V is characterized by both seats facing downwards and the aircraft roll angle being between +γ3 and -γ3. Zone VI is defined as follows: the right seat is above the left seat, and the aircraft roll angle is between -γ3 and -γ2.

[0030] Furthermore, when ejecting from the aircraft at a roll angle of -γ2 to -γ1, both seats are ejected in a same-side divergence manner, with the right seat above the left seat. The left seat ejects first, and immediately after ejection, the left attitude rocket ignites. The second-stage power rocket operates after a delay of t3. Once the real-time roll angle of the seat is greater than -γ4, the left attitude rocket begins to operate. After a delay of t1, the right seat ejects from the aircraft. The left attitude rocket and the second-stage power rocket of the right seat operate immediately after ejection. Once the real-time roll angle of the right seat is greater than -γ5, the right attitude rocket operates.

[0031] Furthermore, when ejecting from the aircraft at a roll angle of -γ1 to +γ1, the two seats adopt a divergent ejection method, with the left and right seats ejecting simultaneously. After the right seat ejects, the left attitude rocket and the second-stage power rocket ignite simultaneously, and after the left seat ejects, the right attitude rocket and the second-stage power rocket ignite simultaneously. After a delay of t0, the right attitude rocket of the right seat and the left attitude rocket of the left seat begin to ignite.

[0032] Furthermore, when ejecting from the aircraft at a roll angle of +γ1 to +γ2, both seats are deployed in a lateral divergence manner. At this time, the left seat is above the right seat, and the right seat ejects first. The attitude rocket on the right side of the right seat starts working immediately after ejection, while the second-stage power rocket starts working after a delay of t3. The attitude rocket on the left side starts working once the real-time roll angle of the right seat is less than γ4. After a delay of t1, the left seat ejects from the aircraft. The attitude rocket on the right side of the left seat and the second-stage power rocket start working immediately after ejection. The attitude rocket on the left side starts working once the real-time roll angle of the left seat is less than γ5.

[0033] Furthermore, when ejecting from the aircraft at a roll angle of +γ2 to +γ3, both seats are ejected in a same-side divergence manner, with the left seat above the right seat. The right seat ejects first. Immediately after the right seat ejects, the right attitude rocket ignites. The second-stage power rocket ignites after a delay of t3 and when the seat roll angle is less than γ6. The left attitude rocket ignites when the seat roll angle is less than γ7. After a delay of t2, the right attitude rocket ignites immediately after the left seat ejects. The second-stage power rocket ignites when the seat roll angle is less than γ8. The left attitude rocket ignites when the seat roll angle is less than γ9.

[0034] Furthermore, when ejecting from the aircraft at a roll angle of +γ3 to -γ3, the two seats are ejected in a divergent manner, with both seats ejecting simultaneously. After the right seat ejects, the left attitude rocket ignites, and the second-stage power rocket ignites after the real-time roll angle of the seat is greater than -γ10. The right attitude rocket ignites after the real-time roll angle of the seat is greater than -γ11. After the left seat ejects, the right attitude rocket ignites, and the second-stage power rocket ignites after the real-time roll angle of the seat is less than γ10 with a delayed ignition. The left attitude rocket ignites after the real-time roll angle of the seat is less than γ11.

[0035] Furthermore, when ejecting from the aircraft at a roll angle of -γ3 to -γ2, both seats are ejected in a same-side divergence manner, with the right seat above the left seat. The left seat ejects first, and immediately after the left seat ejects, the left attitude rocket ignites. The second-stage power rocket ignites after a delay of t3 and when the real-time roll angle of the seat is greater than -γ6. The right attitude rocket ignites after the real-time roll angle of the seat is greater than -γ7. After a delay of t2, the left attitude rocket ignites immediately after the right seat ejects. The second-stage power rocket ignites after the roll angle of the seat is greater than -γ8. The right attitude rocket ignites after the real-time roll angle of the seat is greater than -γ9.

[0036] Example 2 This invention discloses a method for dynamically acquiring the roll angle of ejection in a side-by-side two-seat aircraft, adaptively adjusting the ejection sequence and ejection trajectory, thereby ensuring that the second-stage rocket jet of the ejected seat does not affect the ejected seat, guaranteeing the divergence effect of the ejection trajectory of the two seats, and improving the overall life-saving performance of the two ejection seats.

[0037] After the side-by-side seats are powered on, the ejection control module in the electronic program controller identifies the left and right seat positions by using multiple short-circuit signals from the rectangular sockets in the cockpit corresponding to each seat. (For ease of description, the rocket ejection seats in a two-seat aircraft are arranged side-by-side, with the seat on the left (facing forward) referred to as the left seat and the seat on the right (facing backward) as the right seat.) The seat's electronic program controller senses the seat's speed, altitude, and attitude in real time, and determines whether the seat has entered ejection mode based on the change in the ejection activation switch signal on the seat. When the pilot pulls the center loop on the seat, the ejection activation switch on the seat changes. The electronic program controller selects the corresponding ejection sequence based on the seat's speed, altitude, and attitude angle information at the time of switch change, determines the ejection delay time in ejection mode, and then ejects according to the existing control logic sequence.

[0038] Both the left and right cabin seats are equipped with electronic program controllers. These controllers contain multiple control boards and a MEMS inertial measurement module. The control boards utilize a DSP digital signal processing system and include processing chips, general-purpose I / O ports, general-purpose timers, power-on reset and monitoring circuits, A / D converters, control start signal circuits, ignition modules, and non-volatile memory for receiving, processing, and transmitting signals. The MEMS inertial measurement module senses the seat's speed, altitude, attitude, and other seat statuses in real time and transmits this data to the control boards for processing and application. The electronic program controllers can communicate with the aircraft, receiving real-time speed, altitude, latitude, longitude, and attitude data from the aircraft for the alignment of their own MEMS inertial measurement modules.

[0039] The ejection cartridge, second-stage propulsion rocket, left / right attitude rockets, separation incendiary grenades, and parachute gun cartridges are all pyrotechnic rounds mounted on the seat. They are all detonated via electrical signals output from an electronic programmable controller, providing power to the seat during each stage from ejection to parachute deployment. The ejection cartridge provides the first-stage propulsion for ejection, propelling the seat out of the cabin and off the rails. The second-stage propulsion rocket provides a second-stage thrust to the seat after ejection, lasting 0.35 seconds. There are two attitude rockets, mounted on either side of the parachute canopy. The left attitude rocket provides a clockwise angular velocity in the same direction as the flight path, while the right attitude rocket provides a counter-clockwise angular velocity in the same direction, lasting 0.08 seconds. When the seat's speed and altitude fall below preset escape speed and altitude, the separation incendiary grenades activate, and the seat's separation system disengages the restraints between the pilot and the seat. When the parachute gun fires, the parachute box on the seat is launched, causing the life-saving parachute to open quickly and fully, allowing the pilot to safely decelerate and land after separating from the seat.

[0040] When the electronic program controllers of both seats detect that the seat activation switch status changes from "closed" to "open," they record the zero point of the ejection initiation time, t=0. Based on the seat's speed, height, and attitude data at that moment, the electronic program controllers select different delay times to output ignition to the ejection cartridge, allowing the two seats to adaptively select the ejection sequence according to different ejection conditions. A diagram of seat ejection is shown below. Figure 1 When the aircraft is at a small roll angle, as follows: Figure 1 Mark ② indicates that the two seats can be arranged in a diagonally opposite configuration; when the aircraft is at a large roll angle, as follows: Figure 1 Marked ①⑥③④, the two seats may need to be deployed in a lateral divergence configuration to ensure the seat performance indicators for post-ejection; when the aircraft is at a roll angle close to inverted flight, as follows: Figure 1 Mark ⑤ in the middle, the two seats can be arranged in a radiating pattern on opposite sides.

[0041] Example 3 This invention discloses a parallel dual-seat adaptive catapult trajectory control method, the specific implementation of which is as follows: a) When the aircraft rolls out of the cabin at an angle of -γ1 to +γ1, the two seats are ejected in a divergent manner, with the left and right seats ejecting simultaneously. After the right seat ejects, the left attitude rocket and the second-stage power rocket ignite simultaneously. After the left seat ejects, the right attitude rocket and the second-stage power rocket ignite simultaneously. After a delay of t0, the right attitude rocket of the right seat and the left attitude rocket of the left seat begin to ignite. b) When ejecting the aircraft at a roll angle of +γ1 to +γ2, both seats are ejected from the same side. At this time, the left seat is above the right seat, and the right seat ejects first. The attitude rocket on the right side of the right seat starts to work immediately after ejection, and the second-stage power rocket starts to work after a delay of t3. The attitude rocket on the left side starts to work after the real-time roll angle of the right seat is less than γ4. After a delay of t1, the left seat ejects from the aircraft. The attitude rocket on the right side of the left seat and the second-stage power rocket start to work immediately after ejection. The attitude rocket on the left side starts to work after the real-time roll angle of the left seat is less than γ5. c) When ejecting the aircraft at a roll angle of +γ2 to +γ3, both seats are ejected in a same-side divergence manner, with the left seat above the right seat. The right seat ejects first. Immediately after the right seat ejects, the right attitude rocket ignites. The second-stage rocket ignites after a delay of t3 and when the seat roll angle is less than γ6. The left attitude rocket ignites when the seat roll angle is less than γ7. After a delay of t2, the right attitude rocket ignites immediately after the left seat ejects. The second-stage rocket ignites when the seat roll angle is less than γ8. The left attitude rocket ignites when the seat roll angle is less than γ9. d) When ejecting from the aircraft at a roll angle of +γ3 to -γ3, the two seats are ejected in a divergent manner, with both seats ejecting simultaneously. After the right seat ejects, the left attitude rocket ignites, and the second-stage power rocket ignites after the real-time roll angle of the seat is greater than -γ10. The right attitude rocket ignites after the real-time roll angle of the seat is greater than -γ11. After the left seat ejects, the right attitude rocket ignites, and the second-stage power rocket ignites after the real-time roll angle of the seat is less than γ10 with a delayed ignition. The left attitude rocket ignites after the real-time roll angle of the seat is less than γ11. e) When ejecting the aircraft at a roll angle of -γ3 to -γ2, both seats are ejected in a same-side divergence manner, with the right seat above the left seat. The left seat ejects first. After the left seat ejects, the left attitude rocket ignites immediately. The second-stage power rocket ignites after a delay of t3 and when the real-time roll angle of the seat is greater than -γ6. The right attitude rocket ignites after the real-time roll angle of the seat is greater than -γ7. After a delay of t2, the left attitude rocket ignites immediately after the right seat ejects. The second-stage power rocket ignites after the roll angle of the seat is greater than -γ8. The right attitude rocket ignites after the real-time roll angle of the seat is greater than -γ9. f) When ejecting the aircraft at a roll angle of -γ2 to -γ1, both seats are ejected in a same-side divergence manner. At this time, the right seat is above the left seat. The left seat ejects first. After the left seat exits the cabin, the left attitude rocket ignites immediately. The second-stage power rocket starts working after a delay of t3. The left attitude rocket starts working after the real-time roll angle of the seat is greater than -γ4. After a delay of t1, the right seat ejects. The left attitude rocket and the second-stage power rocket of the right seat start working immediately after exiting the cabin. The right attitude rocket starts working after the real-time roll angle of the right seat is greater than -γ5.

[0042] The delay times t0, t1, t2, and t3 in the above left and right chair control processes, and the roll angle thresholds γ1 to γ11, are reasonably selected based on comprehensive requirements such as the pyrodynamic performance of the seats, human endurance, parachute performance, and design optimization. The typical ranges and selection methods are as follows: a) The delay times t0, t1, t2, and t3 are related to the coordination between seat attitude control and secondary power. t0 is the interval between the left and right attitude rockets operating when the aircraft is at a small roll angle, and the time range is usually selected from 0.15s to 0.25s. t1 and t2 are the two-seat ejection intervals. To ensure that the two ejected seats maintain a safe divergence distance, the time range is usually selected from 0.35s to 0.55s. t3 is the delayed ignition time of the rocket pack of the ejected seat. To ensure that the rocket jet of the ejected seat does not affect the crew ejected later, the time range is usually selected from 0.09s to 0.13s. b) The roll angle threshold times γ1 to γ11 are all related to seat posture control and secondary power coordination, and must take into account the trajectory divergence of the left and right seats and the minimum safe height performance. Through seat trajectory simulation and optimization, the roll angle thresholds can be reasonably allocated: the roll angle threshold γ1 is usually 15° to 30°, the roll angle threshold γ2 is usually 80° to 90°, the roll angle threshold γ3 is usually 140° to 150°, the roll angle threshold γ4 is usually 40° to 50°, the roll angle threshold γ5 is usually 20° to 30°, the roll angle threshold γ6 is usually 130° to 140°, the roll angle threshold γ7 is usually 70° to 80°, the roll angle threshold γ8 is usually 120° to 130°, the roll angle threshold γ9 is usually 60° to 70°, the roll angle threshold γ10 is usually 140° to 150°, and the roll angle threshold γ11 is usually 80° to 90°.

[0043] Thus, the objective of this invention has been achieved.

[0044] The above detailed embodiments are a description of the present invention. It should not be considered that the specific embodiments of the present invention are limited to these descriptions. For those skilled in the art, several simple deductions and substitutions can be made without departing from the concept of the present invention, and all of these should be considered to fall within the protection scope of the present invention.

Claims

1. A method for controlling the trajectory of a parallel dual-seat adaptive catapult launcher, characterized in that, Includes the following steps: The aircraft's cross-section was divided into six regions; The aircraft's roll angle is acquired in real time during ejection, and the corresponding ejection trajectory control is executed based on the area the aircraft lands in according to the roll angle. The ejection trajectory control includes simultaneous ejection of the left and right chairs, ejection of the left chair first followed by the right chair, and ejection of the right chair first followed by the left chair.

2. The parallel dual-seat adaptive catapult trajectory control method according to claim 1, characterized in that, The aircraft cross-section is divided into 6 regions, specifically: The aircraft cross-section is divided into 6 regions in a counter-clockwise direction along the flight path. Area I is defined as follows: the right seat is above the left seat, and the aircraft roll angle is between -γ2 and -γ1. Area II is characterized by both seats facing upwards and the aircraft roll angle ranging from -γ1 to +γ1. Area III is defined as follows: the left seat is above the right seat, and the aircraft roll angle is between +γ1 and +γ2. Area IV is defined as follows: the left seat is above the right seat, and the aircraft roll angle is between +γ2 and +γ3. Zone V is characterized by both seats facing downwards and the aircraft roll angle being between +γ3 and -γ3. Zone VI is defined as follows: the right seat is above the left seat, and the aircraft roll angle is between -γ3 and -γ2.

3. The parallel dual-seat adaptive catapult trajectory control method according to claim 2, characterized in that, When ejecting from the aircraft at a roll angle of -γ2 to -γ1, both seats are ejected in a lateral divergence manner, with the right seat above the left seat. The left seat ejects first, and immediately after ejection, the left attitude rocket ignites. The second-stage power rocket ignites after a delay of t3. The left attitude rocket ignites after the real-time roll angle of the seat is greater than -γ4. After a delay of t1, the right seat ejects, and the left attitude rocket and second-stage power rocket ignite immediately after ejection. The right attitude rocket ignites after the real-time roll angle of the right seat is greater than -γ5.

4. The parallel dual-seat adaptive catapult trajectory control method according to claim 2, characterized in that, When ejecting from the aircraft at a roll angle of -γ1 to +γ1, the two seats are ejected in a divergent manner, with the left and right seats ejecting simultaneously. After the right seat ejects, the left attitude rocket and the second-stage power rocket ignite simultaneously. After the left seat ejects, the right attitude rocket and the second-stage power rocket ignite simultaneously. After a delay of t0, the right attitude rocket of the right seat and the left attitude rocket of the left seat begin to ignite.

5. The parallel dual-seat adaptive catapult trajectory control method according to claim 2, characterized in that, When ejecting from the aircraft at a roll angle of +γ1 to +γ2, both seats are launched from the same side. At this time, the left seat is above the right seat, and the right seat ejects first. The attitude rocket on the right side of the right seat starts to work immediately after ejection, and the second-stage power rocket starts to work after a delay of t3. The attitude rocket on the left side starts to work after the real-time roll angle of the right seat is less than γ4. After a delay of t1, the left seat ejects from the aircraft. The attitude rocket on the right side of the left seat and the second-stage power rocket start to work immediately after ejection. The attitude rocket on the left side starts to work after the real-time roll angle of the left seat is less than γ5.

6. The parallel dual-seat adaptive catapult trajectory control method according to claim 2, characterized in that, When ejecting from the aircraft at a roll angle of +γ2 to +γ3, both seats are ejected in a lateral divergence manner, with the left seat above the right seat. The right seat ejects first. Immediately after the right seat ejects, the right attitude rocket ignites. The second-stage rocket ignites after a delay of t3 and when the seat roll angle is less than γ6. The left attitude rocket ignites when the seat roll angle is less than γ7. After a delay of t2, the right attitude rocket ignites immediately after the left seat ejects. The second-stage rocket ignites when the seat roll angle is less than γ8. The left attitude rocket ignites when the seat roll angle is less than γ9.

7. The parallel dual-seat adaptive catapult trajectory control method according to claim 2, characterized in that, When ejecting from the aircraft at a roll angle of +γ3 to -γ3, the two seats are ejected in a divergent manner, with both seats ejecting simultaneously. After the right seat ejects, the left attitude rocket ignites, and the second-stage power rocket ignites after the real-time roll angle of the seat is greater than -γ10. The right attitude rocket ignites after the real-time roll angle of the seat is greater than -γ11. After the left seat ejects, the right attitude rocket ignites, and the second-stage power rocket ignites after the real-time roll angle of the seat is less than γ10 with a delayed ignition. The left attitude rocket ignites after the real-time roll angle of the seat is less than γ11.

8. The parallel dual-seat adaptive catapult trajectory control method according to claim 2, characterized in that, When ejecting the aircraft at a roll angle between -γ3 and -γ2, both seats are ejected from the same side, with the right seat above the left. The left seat ejects first, and immediately after ejection, the left attitude rocket ignites. The second-stage rocket ignites after a delay of t3 and when the seat's real-time roll angle is greater than -γ6. The right attitude rocket ignites after the seat's real-time roll angle is greater than -γ7. After a delay of t2, the left attitude rocket ignites immediately after the right seat ejects. The second-stage rocket ignites after the seat's roll angle is greater than -γ8. The right attitude rocket ignites after the seat's real-time roll angle is greater than -γ9.

9. A parallel dual-seat adaptive catapult trajectory control system, characterized in that, Each of the two seats in the left and right cabins is equipped with an electronic program controller, which contains multiple control boards and a MEMS inertial measurement module. The control board uses a DSP digital signal processing system. The internal control board includes a processing chip, general-purpose I / O ports, general-purpose timers, power-on reset and monitoring circuits, A / D converters, control start signal circuits, ignition modules, and non-volatile memory, which are used to receive, process, and send signals. The MEMS inertial measurement module senses the seat's speed, height, and attitude in real time and transmits the status data to the control board for data processing and application. The electronic programmable controller can communicate with the aircraft and receive real-time speed, altitude, latitude, longitude and attitude data sent by the aircraft for the alignment of its own MEMS inertial measurement module.

10. The parallel dual-seat adaptive catapult trajectory control system according to claim 1, characterized in that, The ejection projectiles, second-stage propulsion rockets, left / right attitude rockets, separation incendiary projectiles, and parachute gun projectiles of the seat are all pyrotechnic projectiles on the seat. They are all fired by electrical signals output by an electronic program controller, providing power to the seat for each stage from ejection to parachute deployment. The ejection system consists of two components: an ejection rocket (primary propulsion for ejection) and a parachute launcher (secondary propulsion for ejection). The ejection rocket provides a second stage of thrust to the seat after ejection, lasting 0.35 seconds. Two attitude rockets are mounted on either side of the parachute box. The left attitude rocket provides a clockwise angular velocity in the same direction as the flight path, while the right attitude rocket provides a counter-clockwise angular velocity in the same direction, lasting 0.08 seconds. When the seat's speed and altitude are below preset escape speed and altitude, the separation incendiary projectile activates, and the separation system on the seat disengages the pilot from the seat. The parachute launcher then fires the parachute box, rapidly opening and fully inflating the parachute, allowing the pilot to safely decelerate and land after separation.

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