A method, device and equipment for determining a launch vehicle engine mount configuration

Abstract

This invention provides a method, apparatus, and equipment for determining the configuration of a launch vehicle engine fuselage. The method includes: acquiring nozzle tilt angle, structural installation deviation parameters, and conventional moments; obtaining thrust line lateral displacement and skew data based on the nozzle tilt angle, and thereby obtaining the pitch and yaw channel frame deformation moments; obtaining the pitch and yaw channel deviation moments based on the structural installation deviation parameters; obtaining the pitch and yaw channel frame deformation moments and deviation moments based on the pitch and yaw channel frame deformation moments and deviation moments; obtaining the total disturbance moments of the pitch, yaw, and roll channels based on the total disturbance moments of the pitch and yaw channels and conventional moments; and performing simulation calculations based on the total moments of the pitch, yaw, and roll channels to determine the launch vehicle engine fuselage configuration. This scheme reduces the total mass of the engine fuselage by considering the impact of engine fuselage deformation on the attitude control system.

Description

Technical Field

[0001] This invention relates to the field of launch vehicle control technology, and in particular to a method, apparatus and equipment for determining the engine configuration of a launch vehicle. Background Technology

[0002] Traditional attitude control system design only considers the impact of the engine's inherent installation deviation on the rocket's attitude control system, without considering the impact of engine frame deformation on the attitude control system. Typically, only the engine's inherent structural installation deviation is included as a fixed interference source in the six-degree-of-freedom simulation model.

[0003] However, in multi-engine parallel configurations, based on the structural design of a certain type of launch vehicle, it has been found that the thrust line lateral displacement and thrust line skew caused by the deformation of the engine mount are much greater than the engine's own installation deviation. That is, when the engine nozzle swings in response to attitude control commands, it causes significant elastic deformation of the engine mount, leading to additional dynamic lateral displacement and dynamic skew of the thrust line, which is related to the swing angle. Existing methods generally ignore this mount deformation effect. Continuing to use traditional design methods will result in distortion of the attitude control system simulation model, making it impossible to accurately assess the true level of dynamic disturbance torque, ultimately causing structural mass redundancy and directly sacrificing the launch vehicle's carrying capacity and overall performance. Summary of the Invention

[0004] This invention provides a method, apparatus, and equipment for determining the configuration of a launch vehicle engine frame, which solves the problems of redundancy in the design of engine frame strength, rigidity, and total mass.

[0005] To solve the above-mentioned technical problems, the technical solution of the present invention is as follows: This invention provides a method for determining the configuration of a launch vehicle engine, comprising: Obtain the nozzle tilt angle, inherent structural installation deviation parameters, and conventional torque of each engine of the launch vehicle; Based on the nozzle tilt angle, the thrust line lateral displacement data and thrust line skew data of each engine caused by engine frame deformation are obtained. Based on the thrust line lateral displacement data caused by engine frame deformation and the thrust line skew data caused by engine frame deformation, the pitch channel frame deformation moment and the yaw channel frame deformation moment are obtained. Based on the inherent structural installation deviation parameters of each engine, the inherent pitch channel deviation moment and yaw channel deviation moment of the engine are obtained; Based on the pitch channel frame deformation moment, the yaw channel frame deformation moment, the pitch channel deviation moment, and the yaw channel deviation moment, the total pitch channel interference moment and the total yaw channel interference moment are obtained. Based on the total disturbance moment of the pitch channel, the total disturbance moment of the yaw channel, and the conventional moment, the total pitch channel moment, the total yaw channel moment, and the total roll channel moment are obtained; Simulation calculations are performed based on the total pitch channel moment, the total yaw channel moment, and the total roll channel moment to determine the launch vehicle engine configuration.

[0006] Optionally, conventional torque can be obtained, including: The system obtains at least one of the following: the tilting moment of the launch vehicle's gas generator, the deviation moment of the rocket's center of mass, the disturbance moment caused by the asynchronous thrust of multiple engines, the aerodynamic moment, the control moment, and the inertial moment of the servo device.

[0007] Optionally, based on the nozzle tilt angle, the thrust line lateral displacement data and thrust line skew data of each engine caused by engine frame deformation are obtained, including: Based on the nozzle tilt angle of at least two engines out of a plurality of engines, at least two sets of corresponding thrust line lateral displacement data and thrust line skew data are obtained; Based on the at least two sets of corresponding thrust line lateral displacement data and thrust line skew data, all thrust line lateral displacement data and thrust line skew data formed by the at least two engine nozzle swing angles are obtained. The thrust line lateral displacement data includes thrust line lateral displacement data in the pitch channel and thrust line lateral displacement data in the yaw channel, and the thrust line skew data includes thrust line skew data in the pitch channel and thrust line skew data in the yaw channel.

[0008] Optionally, based on the thrust line lateral displacement data caused by engine frame deformation and the thrust line skew data caused by engine frame deformation, the pitch channel frame deformation moment and the yaw channel frame deformation moment are obtained, including: Based on the data of the lateral displacement of the thrust line in the pitch channel caused by the deformation of the engine frame and the data of the skewness of the thrust line in the pitch channel caused by the deformation of the engine frame, the deformation moment of the pitch channel frame is obtained. The yaw channel frame deformation moment is obtained based on the lateral displacement data of the thrust line of the yaw channel caused by the deformation of the engine frame and the skew data of the thrust line of the yaw channel caused by the deformation of the engine frame.

[0009] Optionally, based on the inherent structural installation deviation parameters of each engine, the inherent pitch path deviation moment and yaw path deviation moment of the engine can be obtained: Based on the structural installation deviation parameters, the following data are obtained: lateral displacement data of the pitch channel inherent thrust line, lateral displacement data of the yaw channel inherent thrust line, skew data of the pitch channel inherent thrust line, and skew data of the yaw channel inherent thrust line. Based on the lateral displacement data of the inherent thrust line of the pitch channel and the skew data of the inherent thrust line of the pitch channel, the pitch channel deviation torque is obtained; The yaw channel deviation torque is obtained based on the lateral displacement data of the inherent thrust line of the yaw channel and the skew data of the inherent thrust line of the yaw channel.

[0010] Optionally, based on the pitch channel frame deformation moment, the yaw channel frame deformation moment, the pitch channel deviation moment, and the yaw channel deviation moment, the total pitch channel interference moment and the total yaw channel interference moment are obtained, including: The total disturbance moment of the pitch channel is obtained based on the pitch channel frame deformation moment and the pitch channel deviation moment. The total disturbance moment of the yaw channel is obtained based on the frame deformation moment and the deviation moment of the yaw channel.

[0011] Optionally, the total pitch channel torque, total yaw channel torque, and total roll channel torque are obtained based on the total pitch channel disturbance torque, the total yaw channel disturbance torque, and the conventional torque, including: The total pitch channel torque is obtained based on the total pitch channel disturbance torque and the pitch channel disturbance torque in the conventional torque. The total yaw channel torque is obtained based on the total yaw channel interference torque and the yaw channel interference torque in the conventional torque. Based on the rolling channel disturbance torque in the conventional torque, the total rolling channel disturbance torque is obtained.

[0012] This invention also provides a device for determining the configuration of a launch vehicle engine, comprising: The acquisition module is used to acquire the nozzle tilt angle of each engine of the launch vehicle, the inherent structural installation deviation parameters of each engine, and the conventional torque. The processing module is used to obtain thrust line lateral displacement data and thrust line skew data for each engine caused by engine frame deformation based on the nozzle tilt angle; to obtain pitch channel frame deformation moment and yaw channel frame deformation moment based on the thrust line lateral displacement data and thrust line skew data caused by engine frame deformation; to obtain inherent pitch channel deviation moment and yaw channel deviation moment for each engine based on the inherent structural installation deviation parameters of each engine; and to obtain the inherent pitch channel frame... The deformation moment, the deformation moment of the yaw channel frame, the deviation moment of the pitch channel, and the deviation moment of the yaw channel are used to obtain the total disturbance moment of the pitch channel and the total disturbance moment of the yaw channel. Based on the total disturbance moment of the pitch channel, the total disturbance moment of the yaw channel, and the conventional moment, the total moment of the pitch channel, the total moment of the yaw channel, and the total moment of the roll channel are obtained. Based on the total moment of the pitch channel, the total moment of the yaw channel, and the total moment of the roll channel, simulation calculations are performed to determine the configuration of the launch vehicle engine frame.

[0013] This invention also provides a computing device, including: a processor and a memory storing a computer program, wherein the computer program, when run by the processor, executes the above-described method.

[0014] This invention also provides a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the above-described method.

[0015] The technical solution of the present invention has at least the following effects: The above-described solution of the present invention obtains the nozzle tilt angle, inherent structural installation deviation parameters, and conventional torque of each engine of the launch vehicle; based on the nozzle tilt angle, it obtains the thrust line lateral displacement data and thrust line skew data of each engine caused by engine frame deformation; based on the thrust line lateral displacement data and thrust line skew data caused by engine frame deformation, it obtains the pitch channel frame deformation moment and yaw channel frame deformation moment; based on the inherent structural installation deviation parameters of each engine, it obtains the inherent pitch channel deviation of the engine. The torque and yaw channel deviation torque are calculated. Based on the pitch channel frame deformation torque, the yaw channel frame deformation torque, the pitch channel deviation torque, and the yaw channel deviation torque, the total pitch channel disturbance torque and the total yaw channel disturbance torque are obtained. Based on the total pitch channel disturbance torque, the total yaw channel disturbance torque, and the conventional torque, the total pitch channel torque, the total yaw channel torque, and the total roll channel torque are obtained. Simulation calculations are performed based on the total pitch channel torque, the total yaw channel torque, and the total roll channel torque to determine the launch vehicle engine frame configuration. In a multi-engine parallel configuration, the disturbances generated by engine frame deformation can be fully quantified, and the frame deformation disturbances and conventional installation deviation disturbances can be uniformly incorporated into the simulation model calculations, thereby reducing rocket mass, improving launch efficiency, and realizing lightweight design of the engine frame structure and overall launch vehicle launch efficiency and economy. Attached Figure Description

[0016] Figure 1 This is a flowchart of a method for determining the engine configuration of a launch vehicle provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the engine frame lateral displacement data and skew data corresponding to different nozzle swing angles provided in the embodiments of the present invention; Figure 3 This is a schematic diagram of a rocket engine frame with multiple engines connected in parallel, provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the tangential swing direction of the nozzles of multiple engines connected in parallel, provided in an embodiment of the present invention. Figure 5 This is a schematic diagram of the radial swing direction of the nozzle of an engine with multiple engines connected in parallel, provided in an embodiment of the present invention; Figure 6 This is a schematic diagram of the lateral displacement component corresponding to the inherent installation deviation of the engine provided in the embodiment of the present invention; Figure 7 This is a schematic diagram of the skew component corresponding to the inherent installation deviation of the engine provided in the embodiment of the present invention; Figure 8 This is a structural diagram of the device for determining the configuration of a launch vehicle engine according to an embodiment of the present invention; Figure 9 This is a schematic diagram of the structure of the computing device provided in an embodiment of the present invention. Detailed Implementation

[0017] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of the invention and to fully convey the scope of the invention to those skilled in the art.

[0018] like Figure 1 and Figure 2 As shown, an embodiment of the present invention proposes a method for determining the configuration of a launch vehicle engine, comprising: Step 11: Obtain the nozzle tilt angle, inherent structural installation deviation parameters, and conventional torque of each engine of the launch vehicle; Step 12: Based on the nozzle swing angle, obtain the thrust line lateral displacement data and thrust line skew data of each engine caused by the engine frame deformation; Step 13: Based on the thrust line lateral displacement data caused by engine frame deformation and the thrust line skew data caused by engine frame deformation, obtain the pitch channel frame deformation moment and the yaw channel frame deformation moment. Step 14: Based on the inherent structural installation deviation parameters of each engine, obtain the inherent pitch channel deviation moment and yaw channel deviation moment of the engine. Step 15: Based on the pitch channel frame deformation moment, the yaw channel frame deformation moment, the pitch channel deviation moment, and the yaw channel deviation moment, obtain the total pitch channel interference moment and the total yaw channel interference moment; Step 16: Based on the total pitch channel disturbance torque, the total yaw channel disturbance torque, and the conventional torque, obtain the total pitch channel torque, the total yaw channel torque, and the total roll channel torque; Step 17: Perform simulation calculations based on the total pitch channel torque, the total yaw channel torque, and the total roll channel torque to determine the launch vehicle engine configuration.

[0019] In this embodiment, in step 11, the engine nozzle swing angle is obtained, which is the direct cause of the frame deformation.

[0020] In step 12, a mapping relationship between the engine nozzle tilt angle and the frame structure response is established. Under different nozzle tilt angles, the thrust line lateral displacement data and thrust line skew data for different axes are different.

[0021] In step 13, the pitch channel frame deformation moment and yaw channel frame deformation moment caused by the deformation of each engine frame are obtained.

[0022] In step 14, the pitch channel deviation moment and yaw channel deviation moment are obtained through the inherent structural installation deviation parameters of the engine (the structural installation deviation parameters are static errors inherent in the engine manufacturing and assembly process that do not change with the pitch angle).

[0023] In step 15, the pitch channel frame deformation moment and pitch channel deviation moment from steps 13 and 14 are superimposed to obtain the total pitch channel disturbance moment; the yaw channel frame deformation moment and yaw channel deviation moment from steps 13 and 14 are superimposed to obtain the total yaw channel disturbance moment.

[0024] In step 16, the total disturbance moment of the pitch channel, the total disturbance moment of the yaw channel, and the conventional moment are superimposed to obtain the total disturbance moments around the X-axis, Y-axis, and Z-axis of the rocket body, respectively, namely the total disturbance moment of the roll channel, the total disturbance moment of the yaw channel, and the total disturbance moment of the pitch channel. This gathers all the major mechanical factors affecting the rocket's attitude, including all disturbance moments and conventional moments (gas generator tilting moment, rocket center of mass deviation moment, and disturbance moments caused by asynchronous thrust of multiple engines, as well as control moments, aerodynamic moments, and servo device inertial moments).

[0025] In step 17, the total torque is input into the six-degree-of-freedom simulation system of the attitude control system for calculation, and the engine engine configuration scheme with qualified attitude control system indicators and the lightest total mass is selected as the final scheme.

[0026] This technical solution can reduce the structural mass of the engine rack of a launch vehicle with multiple engines in parallel, prevent unlimited reinforcement of the engine rack, thereby improving the overall performance of the launch vehicle and increasing its carrying capacity.

[0027] like Figures 3 to 5 As shown, in an optional embodiment of the present invention, step 11, obtaining the nozzle tilt angle of each engine of the launch vehicle, the inherent structural installation deviation parameters of each engine, and the conventional torque, may include: Step 111: Obtain the nozzle sway angle of each engine of the launch vehicle; Step 112: Obtain the inherent structural installation deviation parameters for each engine; Step 113: Obtain the conventional torque.

[0028] In this embodiment, in step 111, the nozzle swing angle command curve can be calculated according to the rocket's flight trajectory and attitude control design scheme. The nozzle swing angle command curve changes with time. For multiple engines connected in parallel with different swing modes, the control torque command under the unified rocket body coordinate system will be converted into the nozzle swing angle command of each engine. After introducing physical constraints such as response delay and swing angular velocity limit, the actual swing angle that the engine nozzle can reach is obtained, which is the engine nozzle swing angle.

[0029] In step 112, the actual installation status of the engine is detected using high-precision measuring equipment such as a laser tracker and a theodolite to obtain the engine's structural installation deviation parameters. These parameters include inherent thrust line lateral displacement data and inherent thrust line skew data.

[0030] In step 113, according to , and Thus, the aerodynamic torque of the launch vehicle is obtained; according to , , , and This yields the control torque of the launch vehicle; according to , and The inertial torque of the servo device is obtained; according to , and The tilting torque of the gas generator is obtained; according to ), and The deviation torque of the rocket's center of mass is obtained; according to and This yields the disturbance torque caused by the asynchronous thrust of multiple engines.

[0031] By calculating all traditional torque components, an accurate torque list is provided for evaluating and controlling rocket attitude. This clarifies the magnitude, direction, and variation of the torques that the rocket will experience during flight, enabling the control system to both stably resist disturbances and avoid overreacting and causing oscillations.

[0032] in, and These are the aerodynamic forces along the pitch and yaw paths, respectively; and These are the normal force coefficient and the lateral force coefficient, respectively; q is the dynamic pressure. It is a reference area, usually taken as the rocket's maximum cross-sectional area or characteristic area; , and These represent the aerodynamic moments of the roll path, yaw path, and pitch path, respectively. , and These represent the roll moment coefficient, yaw moment coefficient, and pitch moment coefficient. Indicates the reference length; This represents the X-axis distance of the rocket body from the center of mass to the theoretical apex of the rocket. and These represent the pitch control force and the yaw control force, respectively. It is the thrust of a single engine; , and These are the roll nozzle oscillation angle, the pitch nozzle oscillation angle, and the yaw nozzle oscillation angle; , and These represent the control torque for the roll path, the control torque for the yaw path, and the control torque for the pitch path, respectively. It is the X-axis distance of the rocket body from the point of application of the engine's oscillating force to the theoretical apex of the rocket. It is the lever arm of the roll control force; , and These represent the servo inertial torque of the roll channel, the servo inertial torque of the yaw channel, and the servo inertial torque of the pitch channel, respectively. This represents the moment of inertia of a single servo actuator about its own axis of rotation; This indicates the mass of the movable part of a single servo actuator; This indicates the distance from the center of mass of the servo actuator to its axis of rotation; This indicates the coordinates of the installation position of the roll servo mechanism in the Z-axis direction of the rocket body; , and These represent the moments of inertia of the rocket body in the roll, yaw, and pitch channels, respectively. , and These represent the angular accelerations of the servo mechanism in the roll, pitch, and yaw directions, respectively. , and These represent the gas generator tilting moment in the roll channel, the gas generator tilting moment in the yaw channel, and the gas generator tilting moment in the pitch channel, respectively. , and These represent the components of the position vector of the i-th engine's thrust point relative to the rocket's center of mass along the X, Y, and Z axes of the rocket body, respectively. , and These represent the components of the thrust of the i-th engine along the X, Y, and Z axes of the rocket body, respectively. , and These represent the rocket center of mass deviation moments in the roll channel, yaw channel, and pitch channel, respectively. and This indicates the lateral deviation of the center of mass along the Y and Z axes of the arrow body; and These represent the disturbance torques caused by the asynchronous thrust of multiple aircraft in the yaw and pitch channels, respectively.

[0033] In an optional embodiment of the present invention, step 12, obtaining thrust line lateral displacement data and thrust line skew data for each engine caused by engine frame deformation based on the nozzle swing angle, may include: Step 121: Based on the nozzle tilt angles of at least two engines among the multiple engines, obtain at least two sets of corresponding thrust line lateral displacement data and thrust line skew data. Step 122: Based on the at least two sets of corresponding thrust line lateral displacement data and thrust line skew data, obtain all the thrust line lateral displacement data and thrust line skew data formed by the at least two engine nozzle swing angles; The thrust line lateral displacement data includes thrust line lateral displacement data in the pitch channel and thrust line lateral displacement data in the yaw channel, and the thrust line skew data includes thrust line skew data in the pitch channel and thrust line skew data in the yaw channel.

[0034] In this embodiment, in step 121, at least two sets of thrust line lateral displacement data for the pitch channel, thrust line lateral displacement data for the yaw channel, thrust line skew data for the pitch channel, and thrust line skew data for the yaw channel are acquired under each engine nozzle sway angle. For example, taking engine number 3 out of 7 engines as an example, the nozzle sway angles are as follows: and and obtain them respectively in and Data on thrust line lateral shift in pitch channel, thrust line lateral shift in yaw channel, thrust line skew in pitch channel, and thrust line skew in yaw channel under pitch angle.

[0035] In step 122, based on the two sets of data, adjacent points of each data type are connected to draw a continuous line graph. Based on this continuous line graph, all thrust line lateral displacement and thrust line skew data between the selected nozzle sway angle (-3°) and engine nozzle sway angle (3°) are obtained, such as... Figure 2 As shown (taking engine number 3 as an example, the other 6 engines are handled in the same way).

[0036] like Figure 6 and Figure 7 As shown, in an optional embodiment of the present invention, step 13, obtaining the pitch channel frame deformation moment and the yaw channel frame deformation moment based on the thrust line lateral displacement data caused by engine frame deformation and the thrust line skew data caused by engine frame deformation, may include: Step 131: Based on the data of the lateral displacement of the thrust line in the pitch channel caused by the deformation of the engine frame and the data of the skewness of the thrust line in the pitch channel caused by the deformation of the engine frame, obtain the deformation moment of the pitch channel frame. Step 132: Based on the lateral displacement data of the thrust line of the yaw channel caused by the deformation of the engine frame and the skew data of the thrust line of the yaw channel caused by the deformation of the engine frame, obtain the deformation moment of the yaw channel frame.

[0037] In this embodiment, in step 131, according to and The lateral displacement moment of the thrust line in the pitch channel and the skew moment of the thrust line in the pitch channel were obtained respectively; according to The pitch channel frame deformation moment is obtained; In step 132, according to and The lateral displacement moment and skewness moment of the thrust line in the yaw channel were obtained respectively; according to The deformation moment of the yaw channel frame is obtained; in, It is the lateral displacement moment of the thrust line in the yaw channel; It is the thrust of a single engine; This is the lateral displacement data of the thrust line in the yaw channel; It is the yaw channel thrust line skew moment; This is the thrust line skew data for the yaw channel; It is the deformation moment of the yaw channel frame; It is the lateral displacement moment of the thrust line in the pitch channel; It is the pitch channel thrust line skew moment; This is the thrust line lateral displacement data for the pitch channel; This is the thrust line skew data for the pitch channel; It is the pitch channel frame deformation moment.

[0038] This step quantifies the geometric deformation of the engine frame under load into a physical quantity of disturbance torque that can be directly used for the analysis and design of the attitude control system. This allows the attitude control system simulation model to accurately account for the additional disturbances introduced by the frame's flexible deformation, thereby assessing the impact of this disturbance on the stability, accuracy, and workload of the actuators. Based on this assessment, it can be determined whether the existing control system is capable of suppressing the disturbance, whether control parameters need to be adjusted, or whether clear, quantifiable input requirements are provided for the structural stiffness design of the engine frame. This avoids unnecessary increases in structural mass due to overly conservative design, or performance degradation or even instability of the control system caused by insufficient stiffness.

[0039] In an optional embodiment of the present invention, step 14, obtaining the inherent pitch path deviation moment and yaw path deviation moment of the engine based on the inherent structural installation deviation parameters of each engine, may include: Step 141: Based on the structural installation deviation parameters, obtain the lateral displacement data of the pitch channel inherent thrust line, the lateral displacement data of the yaw channel inherent thrust line, the skew data of the pitch channel inherent thrust line, and the skew data of the yaw channel inherent thrust line. Step 142: Based on the lateral displacement data of the inherent thrust line of the pitch channel and the skew data of the inherent thrust line of the pitch channel, obtain the pitch channel deviation torque; Step 143: Based on the lateral displacement data of the inherent thrust line of the yaw channel and the skew data of the inherent thrust line of the yaw channel, obtain the deviation torque of the yaw channel.

[0040] In this embodiment, in step 141, according to and The inherent thrust line lateral displacement data in the structural installation deviation parameters of each engine is decomposed into inherent thrust line lateral displacement data for the pitch channel and inherent thrust line lateral displacement data for the yaw channel; according to and The inherent thrust line skew data in the structural installation deviation parameters of each engine is decomposed into inherent thrust line skew data for the pitch channel and inherent thrust line skew data for the yaw channel; wherein, This is the data on the lateral displacement of the inherent thrust line; This is the lateral displacement data of the inherent thrust line of the pitch channel; This is the lateral displacement data of the inherent thrust line in the yaw channel; It is the circumferential angle of the inherent thrust line lateral displacement data, which can be found in The value can be randomly selected within the range, or the angle can be selected based on the thrust line lateral displacement data, and the angle should be in the same polarity as the frame deformation moment and the absolute value should be as large as possible. This is data on the inherent thrust line skewness; This is the inherent thrust line skew data of the pitch channel; This is the inherent thrust line skew data of the yaw channel; It is the circumferential angle of the inherent thrust line skew data, which can be selected in... The value can be randomly selected within the range, or the angle with the same polarity as the frame deformation moment and the largest absolute value can be selected based on the thrust line skew data.

[0041] In step 142, according to and The lateral displacement moment of the pitch channel's inherent thrust line and the skew moment of the pitch channel's inherent thrust line were obtained respectively; according to The inherent deviation torque of the pitch channel is obtained; In step 143, according to and The lateral displacement moment and skewness moment of the inherent thrust line of the yaw channel were obtained respectively; according to The inherent deviation torque of the yaw channel is obtained.

[0042] in, It is the lateral displacement moment of the inherent thrust line in the yaw channel; It is the thrust of a single engine; This is the lateral displacement data of the inherent thrust line in the yaw channel; It is the inherent thrust line skew moment of the yaw channel; This is the inherent thrust line skew data of the yaw channel; It is the inherent deviation moment of the yaw channel; It is the lateral displacement moment of the inherent thrust line of the pitch channel; It is the inherent thrust line skew moment of the pitch channel; This is the lateral displacement data of the inherent thrust line of the pitch channel; This is the inherent thrust line skew data of the pitch channel; It is the inherent deviation torque of the pitch channel.

[0043] This step quantifies the inherent static thrust vector error during engine manufacturing and assembly into a physical quantity of disturbance torque with a clear spatial direction. This allows the inherent disturbance to be incorporated into the mathematical simulation model during the attitude control system design phase. This enables the assessment of the impact of the static deviation on the rocket's initial attitude, steady-state error, and the constant disturbance torque compensation capability of the control system. It also clearly distinguishes between the dynamic disturbance introduced by the frame deformation and the inherent static disturbance of the engine itself, providing accurate input components for the synthesis of the total disturbance torque and providing a quantitative basis for determining the engine thrust vector. This ensures that the deviation level of the actual product is within the design tolerance of the control system.

[0044] In an optional embodiment of the present invention, step 15, obtaining the total pitch channel interference moment and the total yaw channel interference moment based on the pitch channel frame deformation moment, the yaw channel frame deformation moment, the pitch channel deviation moment, and the yaw channel deviation moment, may include: Step 151: Based on the pitch channel frame deformation moment and the pitch channel deviation moment, obtain the total pitch channel disturbance moment; Step 152: Based on the yaw channel frame deformation moment and the yaw channel deviation moment, obtain the total disturbance moment of the yaw channel.

[0045] In this embodiment, in step 151, according to The pitch channel frame deformation moment and the pitch channel inherent deviation moment are superimposed to obtain the total disturbance moment related to the pitch channel and engine structural deviation; wherein... It is the total disturbance torque related to the pitch channel and engine structural deviation; It is the pitch channel frame deformation moment; It is the inherent deviation torque of the pitch channel.

[0046] In step 152, according to The deformation moment of the yaw channel frame and the inherent deviation moment of the yaw channel are superimposed to obtain the total disturbance moment of the yaw channel related to the engine structural deviation; wherein, It is the total disturbance torque related to the yaw channel and engine structural deviation; It is the deformation moment of the yaw channel frame; It is the inherent deviation torque of the yaw channel.

[0047] In an optional embodiment of the present invention, step 16, obtaining the total pitch channel torque, the total yaw channel torque, and the total roll channel torque based on the total pitch channel disturbance torque, the total yaw channel disturbance torque, and the conventional torque, may include: Step 161: Obtain the total pitch channel torque based on the total pitch channel interference torque and the pitch channel interference torque in the conventional torque. Step 162: Obtain the total yaw channel torque based on the total yaw channel interference torque and the yaw channel interference torque in the conventional torque; Step 163: Obtain the total interference torque of the rolling channel based on the rolling channel interference torque in the conventional torque.

[0048] In this embodiment, in step 161, the conventional torque includes pitch channel torque, yaw channel torque, and roll channel torque, which are obtained by superimposing the conventional torques of the pitch channel, yaw channel, and roll channel, respectively. The pitch channel interference torque and the pitch channel torque in the conventional torque are then superimposed to obtain the total pitch channel torque, which is the total torque along the Z-axis of the orbiting coordinate system. In step 162, the yaw channel interference torque and the yaw channel torque in the conventional torque are superimposed to obtain the total yaw channel torque, which is the total torque of the Y-axis of the rocket body coordinate system.

[0049] In step 163, the disturbance torque related to the deviation of the rolling channel from the engine structure is much smaller than the control torque of the engine rolling channel. Therefore, the disturbance torque around the rolling channel is ignored, and the superposition of the rolling channel torque in the conventional torque is directly taken as the total rolling channel torque. The total rolling channel torque is the total torque around the X-axis of the rocket body coordinate system.

[0050] Based on the total disturbance torque related to the pitch channel and engine structural deviation, the total disturbance torque related to the yaw channel and engine structural deviation, and the conventional torques (such as gas generator tilting torque, rocket center of mass deviation torque, and disturbance torque caused by asynchronous thrust of multiple engines, as well as control torque, aerodynamic torque, and servo device inertial torque), the total pitch channel torque, the total yaw channel torque, and the total roll channel torque are obtained.

[0051] In an optional embodiment of the present invention, step 17, which involves performing simulation calculations based on the total pitch channel moment, the total yaw channel moment, and the total roll channel moment to determine the launch vehicle engine configuration, may include: Step 171: Input the total pitch channel torque, total yaw channel torque, and total roll channel torque as external signals into the simulation system to obtain data on the impact of engine frame deformation on the attitude control system; Step 172: Determine the engine frame structure scheme based on the aforementioned impact data.

[0052] In this embodiment, in step 171, the simulation system can be a six-degree-of-freedom simulation model. By inputting the total torque of each axis as an external signal into the simulation model for calculation, the impact data of engine frame deformation on the attitude control system can be obtained. The impact data can be divided into two categories: The first category of impact data reflects the magnitude of the cost borne by the control system, including: maximum nozzle sway angle, maximum nozzle sway angular velocity, and maximum nozzle sway angular acceleration. When the frame deformation causes each of the indicators in the first category of impact data to exceed the physical limit, it means that the existing control system cannot cope with the deformation, and the frame must be strengthened. The second category of impact data reflects the performance of the final control effect, including: pitch, yaw, roll angle deviation, and attitude angular velocity at the moment the interstage separation command is issued. The second category of impact data directly affects the rocket's separation attitude accuracy and the initial attitude conditions of the second stage flight. When the frame deformation causes the above three indicators to exceed the mission allowable range, it means that the control accuracy is not up to standard, and the frame must be strengthened.

[0053] In step 172, among all candidate schemes, the frame scheme that enables all simulation output indicators to meet the design requirements and has the lightest total mass is selected as the final engine frame structure scheme.

[0054] For example, in the design of the frame structure of a certain launch vehicle with 7 engines in parallel on the first stage, two representative schemes were designed: Scheme 1 and Scheme 2. Scheme 1 is the mainstream scheme that is approved by most people, while Scheme 2 is more conservative and the frame is 300kg heavier than that of Scheme 1.

[0055] To determine the engine frame structure scheme, simulation calculations were performed on two schemes. The following table shows a comparison of the thrust line lateral displacement data and thrust line skew data (thrust line lateral displacement data λy in the pitch channel, thrust line lateral displacement data λz in the yaw channel, and thrust line skew data ξy in the pitch channel and thrust line skew data ξz in the yaw channel) for Scheme 1 and Scheme 2, respectively.

[0056] Table 1. Thrust line lateral displacement and thrust line skew data for two different schemes.

[0057] As can be easily seen from the data in Table 1, the thrust line lateral displacement and thrust line skew data corresponding to Scheme 2 are generally smaller than the corresponding values ​​of Scheme 1. This indicates that after the frame structure is strengthened, the thrust line lateral displacement and skew are improved, but at the cost of an increase in structural weight of 300 kg.

[0058] Table 2 shows a comparison of the six-degree-of-freedom simulation results for Scheme 1 and Scheme 2 above.

[0059] Table 2 Simulation results of the six degrees of freedom of the attitude control system for the two different schemes

[0060] Among them, attitude angle deviation Pitch angle deviation at the moment the interstage separation command is issued; attitude angle deviation Yaw angle deviation at the moment the inter-stage separation command is issued; attitude angle deviation Roll angle deviation at the moment the interstage separation command is issued; attitude angular velocity Pitch angular velocity at the moment the interstage separation command is issued; attitude angular velocity Yaw rate at the moment the interstage separation command is issued; attitude rate This refers to the roll angular velocity at the moment the interstage separation command is issued. Measured by attitude control system design specifications, this excludes the maximum nozzle angular acceleration corresponding to scheme 2 ( Apart from the out-of-tolerance result, both Scheme 1 and Scheme 2 can meet the requirements of the attitude control system. Therefore, it is unnecessary to add 300kg of weight to Scheme 2 in order to reduce the deformation at the engine frame. Scheme 1 should be selected as the engine frame structure scheme.

[0061] The method for determining the configuration of a launch vehicle engine frame proposed in this invention can clearly define the impact of frame deformation on the attitude control system. By considering the impact of engine frame deformation on the attitude control system, the feasibility of the engine frame structure scheme can be effectively analyzed, and a significant reduction in the weight of the engine frame structure can be achieved.

[0062] like Figure 8 As shown, this embodiment of the invention also provides a device 80 for determining the configuration of a launch vehicle engine, comprising: The acquisition module 81 is used to acquire the nozzle tilt angle of each engine of the launch vehicle, the inherent structural installation deviation parameters of each engine, and the conventional torque. Processing module 82 is used to obtain thrust line lateral displacement data and thrust line skew data for each engine caused by engine frame deformation based on the nozzle tilt angle; to obtain pitch channel frame deformation moment and yaw channel frame deformation moment based on the thrust line lateral displacement data and thrust line skew data caused by engine frame deformation; to obtain inherent pitch channel deviation moment and yaw channel deviation moment for each engine based on the inherent structural installation deviation parameters of each engine; and to obtain the inherent pitch channel machine... The total disturbance moment of the pitch channel and the total disturbance moment of the yaw channel are obtained from the deformation moment of the frame, the deformation moment of the yaw channel frame, the deviation moment of the pitch channel, and the deviation moment of the yaw channel frame. Based on the total disturbance moment of the pitch channel, the total disturbance moment of the yaw channel, and the conventional moment, the total moment of the pitch channel, the total moment of the yaw channel, and the total moment of the roll channel are obtained. Simulation calculations are performed based on the total moment of the pitch channel, the total moment of the yaw channel, and the total moment of the roll channel to determine the configuration of the launch vehicle engine frame.

[0063] Optionally, module 81 is specifically used for: The system obtains at least one of the following: the tilting moment of the launch vehicle's gas generator, the deviation moment of the rocket's center of mass, the disturbance moment caused by the asynchronous thrust of multiple engines, the aerodynamic moment, the control moment, and the inertial moment of the servo device.

[0064] Optionally, processing module 82 is specifically used for: Based on the nozzle tilt angle of at least two engines out of a plurality of engines, at least two sets of corresponding thrust line lateral displacement data and thrust line skew data are obtained; Based on the at least two sets of corresponding thrust line lateral displacement data and thrust line skew data, all thrust line lateral displacement data and thrust line skew data formed by the at least two engine nozzle swing angles are obtained. The thrust line lateral displacement data includes thrust line lateral displacement data in the pitch channel and thrust line lateral displacement data in the yaw channel, and the thrust line skew data includes thrust line skew data in the pitch channel and thrust line skew data in the yaw channel.

[0065] Optionally, processing module 82 is specifically used for: Based on the data of the lateral displacement of the thrust line in the pitch channel caused by the deformation of the engine frame and the data of the skewness of the thrust line in the pitch channel caused by the deformation of the engine frame, the deformation moment of the pitch channel frame is obtained. The yaw channel frame deformation moment is obtained based on the lateral displacement data of the thrust line of the yaw channel caused by the deformation of the engine frame and the skew data of the thrust line of the yaw channel caused by the deformation of the engine frame.

[0066] Optionally, processing module 82 is specifically used for: Based on the structural installation deviation parameters, the following data are obtained: lateral displacement data of the pitch channel inherent thrust line, lateral displacement data of the yaw channel inherent thrust line, skew data of the pitch channel inherent thrust line, and skew data of the yaw channel inherent thrust line. Based on the lateral displacement data of the inherent thrust line of the pitch channel and the skew data of the inherent thrust line of the pitch channel, the pitch channel deviation torque is obtained; The yaw channel deviation torque is obtained based on the lateral displacement data of the inherent thrust line of the yaw channel and the skew data of the inherent thrust line of the yaw channel.

[0067] Optionally, processing module 82 is specifically used for: The total disturbance moment of the pitch channel is obtained based on the pitch channel frame deformation moment and the pitch channel deviation moment. The total disturbance moment of the yaw channel is obtained based on the frame deformation moment and the deviation moment of the yaw channel.

[0068] Optionally, the processing module 82 is also specifically used for: The total pitch channel torque is obtained based on the total pitch channel disturbance torque and the pitch channel disturbance torque in the conventional torque. The total yaw channel torque is obtained based on the total yaw channel interference torque and the yaw channel interference torque in the conventional torque. Based on the rolling channel disturbance torque in the conventional torque, the total rolling channel disturbance torque is obtained.

[0069] It should be noted that this device is a device corresponding to the above method. All implementation methods in the above method embodiments are applicable to this embodiment and can achieve the same technical effect.

[0070] like Figure 9 As shown, this embodiment of the invention also provides a computing device 90, including a processor 91, a memory 92, and a program or instructions stored in the memory 92 and executable on the processor 91. When the program or instructions are executed by the processor 91, they implement the various processes of the above-described method embodiments and achieve the same technical effects. To avoid repetition, they will not be described again here. It should be noted that the computing device in this embodiment of the invention includes the aforementioned mobile electronic devices and non-mobile electronic devices.

[0071] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0072] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0073] In the embodiments provided by this invention, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electronic, mechanical, or other forms.

[0074] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0075] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0076] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0077] Furthermore, it should be noted that in the apparatus and method of the present invention, it is obvious that the components or steps can be decomposed and / or recombined. These decompositions and / or recombinations should be considered equivalent solutions of the present invention. Moreover, the steps performing the above series of processes can naturally be executed in the order described, but are not necessarily required to be executed in chronological order; some steps can be executed in parallel or independently of each other. Those skilled in the art will understand that all or any step or component of the method and apparatus of the present invention can be implemented in any computing device (including processors, storage media, etc.) or network of computing devices, in hardware, firmware, software, or a combination thereof. This is something that those skilled in the art can achieve by using their basic programming skills after reading the description of the present invention.

[0078] Therefore, the object of the present invention can also be achieved by running a program or a set of programs on any computing device. The computing device can be a known general-purpose device. Therefore, the object of the present invention can also be achieved simply by providing a program product containing program code for implementing the method or apparatus. That is, such a program product also constitutes the present invention, and the storage medium storing such a program product also constitutes the present invention. Obviously, the storage medium can be any known storage medium or any storage medium developed in the future. It should also be noted that in the apparatus and method of the present invention, it is obvious that the components or steps can be decomposed and / or recombined. These decompositions and / or recombinations should be considered equivalent to the present invention. Furthermore, the steps for performing the above series of processes can naturally be performed in the order described, but are not necessarily required to be performed in chronological order. Some steps can be performed in parallel or independently of each other.

[0079] The above are preferred embodiments of the present invention. It should be noted that, for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for determining the engine configuration of a launch vehicle, characterized in that, include: Obtain the nozzle tilt angle, inherent structural installation deviation parameters, and conventional torque of each engine of the launch vehicle; Based on the nozzle tilt angle, the thrust line lateral displacement data and thrust line skew data of each engine caused by engine frame deformation are obtained. Based on the thrust line lateral displacement data caused by engine frame deformation and the thrust line skew data caused by engine frame deformation, the pitch channel frame deformation moment and the yaw channel frame deformation moment are obtained. Based on the inherent structural installation deviation parameters of each engine, the inherent pitch channel deviation moment and yaw channel deviation moment of the engine are obtained; Based on the pitch channel frame deformation moment, the yaw channel frame deformation moment, the pitch channel deviation moment, and the yaw channel deviation moment, the total pitch channel interference moment and the total yaw channel interference moment are obtained. Based on the total disturbance moment of the pitch channel, the total disturbance moment of the yaw channel, and the conventional moment, the total pitch channel moment, the total yaw channel moment, and the total roll channel moment are obtained; Simulation calculations are performed based on the total pitch channel moment, the total yaw channel moment, and the total roll channel moment to determine the launch vehicle engine configuration.

2. The method for determining the configuration of a launch vehicle engine according to claim 1, characterized in that, To obtain conventional torque, including: The system obtains at least one of the following: the tilting moment of the launch vehicle's gas generator, the deviation moment of the rocket's center of mass, the disturbance moment caused by the asynchronous thrust of multiple engines, the aerodynamic moment, the control moment, and the inertial moment of the servo device.

3. The method for determining the configuration of a launch vehicle engine according to claim 1, characterized in that, Based on the nozzle tilt angle, the thrust line lateral displacement data and thrust line skew data of each engine caused by engine frame deformation are obtained, including: Based on the nozzle tilt angle of at least two engines out of a plurality of engines, at least two sets of corresponding thrust line lateral displacement data and thrust line skew data are obtained; Based on the at least two sets of corresponding thrust line lateral displacement data and thrust line skew data, all thrust line lateral displacement data and thrust line skew data formed by the at least two engine nozzle swing angles are obtained. The thrust line lateral displacement data includes thrust line lateral displacement data in the pitch channel and thrust line lateral displacement data in the yaw channel, and the thrust line skew data includes thrust line skew data in the pitch channel and thrust line skew data in the yaw channel.

4. The method for determining the configuration of a launch vehicle engine according to claim 1, characterized in that, Based on the thrust line lateral displacement data caused by engine frame deformation and the thrust line skew data caused by engine frame deformation, the pitch channel frame deformation moment and the yaw channel frame deformation moment are obtained, including: Based on the data of the lateral displacement of the thrust line in the pitch channel caused by the deformation of the engine frame and the data of the skewness of the thrust line in the pitch channel caused by the deformation of the engine frame, the deformation moment of the pitch channel frame is obtained. The yaw channel frame deformation moment is obtained based on the lateral displacement data of the thrust line of the yaw channel caused by the deformation of the engine frame and the skew data of the thrust line of the yaw channel caused by the deformation of the engine frame.

5. The method for determining the configuration of a launch vehicle engine according to claim 1, characterized in that, Based on the inherent structural installation deviation parameters of each engine, the inherent pitch channel deviation moment and yaw channel deviation moment of the engine are obtained: Based on the structural installation deviation parameters, the following data are obtained: lateral displacement data of the pitch channel inherent thrust line, lateral displacement data of the yaw channel inherent thrust line, skew data of the pitch channel inherent thrust line, and skew data of the yaw channel inherent thrust line. Based on the lateral displacement data of the inherent thrust line of the pitch channel and the skew data of the inherent thrust line of the pitch channel, the pitch channel deviation torque is obtained; The yaw channel deviation torque is obtained based on the lateral displacement data of the inherent thrust line of the yaw channel and the skew data of the inherent thrust line of the yaw channel.

6. The method for determining the configuration of a launch vehicle engine according to claim 1, characterized in that, Based on the pitch channel frame deformation moment, the yaw channel frame deformation moment, the pitch channel deviation moment, and the yaw channel deviation moment, the total pitch channel interference moment and the total yaw channel interference moment are obtained, including: The total disturbance moment of the pitch channel is obtained based on the pitch channel frame deformation moment and the pitch channel deviation moment. The total disturbance moment of the yaw channel is obtained based on the frame deformation moment and the deviation moment of the yaw channel.

7. The method for determining the configuration of a launch vehicle engine according to claim 1, characterized in that, Based on the total disturbance moment of the pitch channel, the total disturbance moment of the yaw channel, and the conventional moment, the total pitch channel moment, the total yaw channel moment, and the total roll channel moment are obtained, including: The total pitch channel torque is obtained based on the total pitch channel disturbance torque and the pitch channel disturbance torque in the conventional torque. The total yaw channel torque is obtained based on the total yaw channel interference torque and the yaw channel interference torque in the conventional torque. Based on the rolling channel disturbance torque in the conventional torque, the total rolling channel disturbance torque is obtained.

8. A device for determining the configuration of a launch vehicle engine, characterized in that, include: The acquisition module is used to acquire the nozzle tilt angle of each engine of the launch vehicle, the inherent structural installation deviation parameters of each engine, and the conventional torque. The processing module is used to obtain thrust line lateral displacement data and thrust line skew data of each engine caused by engine frame deformation based on the nozzle tilt angle; and to obtain pitch channel frame deformation moment and yaw channel frame deformation moment based on the thrust line lateral displacement data and thrust line skew data caused by engine frame deformation. Based on the inherent structural installation deviation parameters of each engine, the inherent pitch channel deviation moment and yaw channel deviation moment of the engine are obtained; based on the pitch channel frame deformation moment, the yaw channel frame deformation moment, the pitch channel deviation moment, and the yaw channel deviation moment, the total pitch channel interference moment and the total yaw channel interference moment are obtained. Based on the total disturbance moment of the pitch channel, the total disturbance moment of the yaw channel, and the conventional moment, the total pitch channel moment, the total yaw channel moment, and the total roll channel moment are obtained; Simulation calculations are performed based on the total pitch channel moment, the total yaw channel moment, and the total roll channel moment to determine the launch vehicle engine configuration.

9. A computing device, characterized in that, include: A processor, a memory storing a computer program, wherein the computer program, when executed by the processor, performs the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The system stores instructions that, when executed on a computer, cause the computer to perform the method as described in any one of claims 1 to 7.

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