A supercavitation vehicle cavitator rudder structure, vehicle and control method

Abstract

The application relates to a supercavitation vehicle cavitator rudder structure, a vehicle and a control method. The cavitator rudder is arranged at the front end of the vehicle, the whole flow surface is wet, and stable and clear steering torque is provided for the vehicle. The first rotating shaft and the second rotating shaft are arranged orthogonally, the cavitator rudder movement is decomposed into independent yaw and pitch dimensions, the driving mechanism one 5 and the driving mechanism two 6 independently drive corresponding channels respectively, movement interference is eliminated, and steering actions can be executed independently or synchronously. The structure replaces the traditional tail rudder, and tail flow field interference and additional navigation resistance are avoided.

Description

Technical Field

[0001] This application relates to the field of aircraft design, specifically to a cavitation rudder structure for a supercavitating aircraft, an aircraft body, and a control method. Background Technology

[0002] Currently, supercavitation drag reduction technology can completely envelop a vehicle in supercavitation during high-speed underwater navigation, significantly reducing viscous drag and breaking through the speed bottleneck of conventional underwater vehicles. It is a core research and development direction in the field of high-speed underwater navigation equipment. With the deepening application of underwater operation scenarios, increasingly higher engineering requirements are being placed on the attitude stability control accuracy, maneuver reliability, and adaptability to complex environments of supercavitating vehicles.

[0003] In related technologies, pitch and yaw attitude control of supercavitating vehicles generally adopts a tail rudder structure similar to that of an aerodynamic rudder as the core control actuator. Some solutions also integrate rudder control functions into the cavitation device at the front of the vehicle to adapt to the flow field characteristics and control requirements of supercavitating vehicles.

[0004] However, conventional tail rudder control schemes are limited by the complex flow field of the gas-vapor-liquid three-phase coupling at the tail of supercavitating vehicles and the difficulty in accurately predicting the cavitation profile. The wetted area of ​​the tail rudder fluctuates greatly and is uncontrollable, resulting in unclear rudder effect and unstable force. This not only introduces additional navigation drag to the vehicle, but also seriously interferes with the cavitation flow field at the tail, further exacerbating the uncertainty of the force on the vehicle. Furthermore, existing cavitation rudder control schemes cannot achieve complete decoupling of the pitch and yaw motion channels, and cannot achieve synchronous independent steering control of the two channels. This makes it difficult to meet the requirements of stable straight-line navigation and precise attitude control of supercavitating vehicles in complex navigation environments. Summary of the Invention

[0005] This application provides a rudder structure for a supercavitating vehicle cavitator, which can solve the technical problems in the related art such as unstable rudder effect, large flow field interference, and inability to synchronously and independently control the pitch and yaw dual channels of the supercavitating vehicle control mechanism.

[0006] In a first aspect, embodiments of this application provide a cavitation rudder structure for a supercavitating vehicle, comprising: Cavitation rudder, which is used to be installed at the front of the vehicle, and includes a yaw rudder body and a pitch rudder body; The yaw rudder body is rotatably connected to the pitch rudder body via a first rotating shaft, so that the yaw rudder body moves horizontally relative to the pitch rudder body. The pitch control body is rotatably connected to the ship via a second pivot, so that the pitch control body can move pitch relative to the ship. A drive mechanism 1 has one end movably connected to the yaw rudder body and the other end connected to the vehicle body. The drive mechanism 1 can drive the yaw rudder body to yaw horizontally. The second drive mechanism has one end movably connected to the yaw rudder body and the other end connected to the vehicle body. The second drive mechanism can drive the pitch rudder body to pitch.

[0007] In conjunction with the first aspect, in one embodiment, the drive mechanism one includes: Linkage 1, one end of which is rotatably connected to the yaw rudder body, its rotation axis is coaxial with the second rotating shaft, and its other end is connected to the telescopic end of telescopic component 1, which is used to be installed on the aircraft.

[0008] In conjunction with the first aspect, in one embodiment, the telescopic component includes a sliding telescopic power source, a spiral telescopic power source, or a rack and pinion telescopic power source.

[0009] In conjunction with the first aspect, in one embodiment, the second driving mechanism includes: Linkage 2, one end of which is rotatably connected to the yaw rudder body, its rotation axis is coaxial with the first rotating shaft, and its other end is connected to the telescopic end of telescopic component 2, which is used to be installed on the aircraft.

[0010] Secondly, embodiments of this application provide a vehicle body that includes a supercavitating vehicle body cavitation rudder structure as described in some of the above embodiments.

[0011] Thirdly, embodiments of this application provide a control method based on the cavitation rudder structure of a supercavitating vehicle as described in some of the above embodiments, which includes the following steps: Real-time acquisition of the navigation attitude information of the vehicle; Based on the navigation attitude information, the yaw control command is calculated; The yaw control command controls the drive mechanism to move, thereby driving the yaw rudder body to perform yaw motion.

[0012] In conjunction with the third aspect, in one embodiment, the yaw control command is used to control the extension and retraction displacement of the drive mechanism to adjust the yaw angle of the yaw rudder body and achieve rudder effect control in the yaw direction.

[0013] In conjunction with the third aspect, one implementation also includes the following steps: Based on the navigation attitude information, pitch control commands are calculated. The pitch control command controls the second drive mechanism to perform pitch motion, thereby driving the pitch control body to perform pitch motion.

[0014] In conjunction with the third aspect, in one embodiment, the pitch control command is used to control the extension and retraction displacement of the drive mechanism two, so as to adjust the pitch angle of the pitch rudder body and realize the rudder effect control in the pitch direction.

[0015] In conjunction with the third aspect, in one embodiment, the yaw motion and pitch motion of the vehicle are independently decoupled, and yaw control, pitch control, or combined yaw and pitch control can be performed separately.

[0016] The beneficial effects of the technical solutions provided in this application include: The cavitation rudder is located at the front of the vehicle, and its frontal surface is fully wetted, providing a stable and clear control torque for the vehicle. The first and second rotating shafts are arranged orthogonally, decomposing the motion of the cavitation rudder into two independent dimensions: yaw and pitch. Drive mechanism 5 and drive mechanism 6 independently drive their respective channels to eliminate motion interference and can perform steering actions individually or simultaneously. This structure replaces the traditional tail rudder, avoiding tail flow field interference and additional sailing resistance. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the rudder structure of the supercavitating vehicle cavitator in an embodiment of this application; Figure 2 This is a schematic diagram of the structure in this application embodiment where the second link pushes forward to cause the pitch control body to pitch. Figure 3 This is a schematic diagram of the connecting rod in an embodiment of this application.

[0019] In the diagram: 1. Cavitation rudder; 11. Yaw rudder main body; 12. Pitch rudder main body; 2. Aircraft body; 3. First pivot; 4. Second pivot; 5. Drive mechanism one; 51. Link one; 6. Drive mechanism two; 61. Link two. Detailed Implementation

[0020] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0021] Currently, supercavitation drag reduction technology can completely envelop a vehicle in supercavitation during high-speed underwater navigation, significantly reducing viscous drag and breaking through the speed bottleneck of conventional underwater vehicles. It is a core research and development direction in the field of high-speed underwater navigation equipment. With the deepening application of underwater operation scenarios, increasingly higher engineering requirements are being placed on the attitude stability control accuracy, maneuver reliability, and adaptability to complex environments of supercavitating vehicles.

[0022] Among them, the pitch and yaw attitude control of supercavitating vehicles generally adopts a tail rudder structure similar to that of an aerodynamic rudder as the core control actuator. Some solutions also integrate the rudder control function into the cavitation device at the front of the vehicle to adapt to the flow field characteristics and control requirements of the supercavitating vehicle.

[0023] However, conventional tail rudder control schemes are limited by the complex flow field of the gas-vapor-liquid three-phase coupling at the tail of supercavitating vehicles and the difficulty in accurately predicting the cavitation profile. The wetted area of ​​the tail rudder fluctuates greatly and is uncontrollable, resulting in unclear rudder effect and unstable force. This not only introduces additional navigation drag to the vehicle, but also seriously interferes with the cavitation flow field at the tail, further exacerbating the uncertainty of the force on the vehicle. Furthermore, existing cavitation rudder control schemes cannot achieve complete decoupling of the pitch and yaw motion channels, and cannot achieve synchronous independent steering control of the two channels. This makes it difficult to meet the requirements of stable straight-line navigation and precise attitude control of supercavitating vehicles in complex navigation environments.

[0024] This application provides a rudder structure for a supercavitating vehicle cavitator, which can solve the technical problems in related technologies such as unstable rudder effect, large flow field interference, and inability to synchronously and independently control the pitch and yaw dual channels of the supercavitating vehicle control mechanism.

[0025] Firstly, such as Figure 1As shown, this application embodiment provides a supercavitating vehicle cavitator rudder structure, which includes: a cavitator rudder 1, which is disposed at the front end of a vehicle 2, and includes a yaw rudder body 11 and a pitch rudder body 12; the yaw rudder body 11 is rotatably connected to the pitch rudder body 12 via a first rotating shaft 3, so that the yaw rudder body 11 moves horizontally relative to the pitch rudder body 12; the pitch rudder body 12 is rotatably connected to the vehicle 2 via a second rotating shaft 4, so that the pitch rudder body 12 moves pitch relative to the vehicle 2; a drive mechanism 5, one end of which is movably connected to the yaw rudder body 11, and the other end of which is connected to the vehicle 2, the drive mechanism 5 can drive the yaw rudder body 11 to move horizontally; and a drive mechanism 6, one end of which is movably connected to the yaw rudder body 11, and the other end of which is connected to the vehicle 2, the drive mechanism 6 can drive the pitch rudder body 12 to move pitch.

[0026] In this embodiment, the cavitation rudder 1 is located at the front end of the vehicle body 2. Its frontal surface remains wet during navigation, ensuring stable and controllable force and providing continuous and clear controllable torque to the vehicle body 2. Through the orthogonal arrangement of the first rotating shaft 3 and the second rotating shaft 4, the motion of the cavitation rudder 1 is decomposed into two independent dimensions: horizontal yaw and vertical pitch. The motion separation of the two channels can be achieved without the need for an additional complex transmission conversion structure. Two independent drive mechanisms, drive mechanism 1 5 and drive mechanism 2 6, are used to correspond to the two motion dimensions respectively, avoiding the control complexity caused by the multi-degree-of-freedom output of a single drive mechanism. At the same time, the mutual interference between the two channels during motion is eliminated, and yaw and pitch steering actions can be performed individually or simultaneously according to navigation requirements. The overall structure replaces the traditional tail rudder structure, avoiding the interference of the traditional tail rudder on the cavitation flow field at the tail of the vehicle body 2, and eliminating the additional navigation resistance brought by the tail rudder itself.

[0027] In conjunction with the first aspect, in one embodiment, the drive mechanism 5 includes: a connecting rod 51, one end of which is rotatably connected to the yaw rudder body 11, its rotation axis is coaxially arranged with the second rotating shaft 4, and its other end is connected to the telescopic end of a telescopic component 1, which is used to be installed on the aircraft body 2.

[0028] In this embodiment, as Figure 3As shown, the single-degree-of-freedom axial linear motion of the telescopic component 1 is converted into the fixed-axis rotation of the yaw rudder body 11 around the first rotating shaft 3 by means of linkage 51. The transmission path is short, the transmission efficiency is high, and the structure is simple and compact, making it easy to arrange in the limited installation space at the front of the vehicle body 2. The rotation axis of linkage 51 and the yaw rudder body 11 is set coaxially with the second rotating shaft 4. When the pitch rudder body 12 rotates around the second rotating shaft 4, the hinge point of linkage 51 and the yaw rudder body 11 will not produce relative displacement, and will not drive the drive mechanism 5 to produce linkage action, completely eliminating the interference of pitch motion on the yaw channel. The linkage 51 and the yaw rudder body 11 are connected by rotation, which can adapt to the angle change during the rotation of the yaw rudder body 11, avoid transmission jamming, and ensure the smoothness and continuity of yaw motion.

[0029] In conjunction with the first aspect, in one embodiment, the telescopic component one includes a sliding telescopic power source, a spiral telescopic power source, or a rack and pinion telescopic power source.

[0030] In this embodiment, the telescopic component can be selected in different forms according to the actual working conditions of the aircraft body 2, the installation space limitations, and the control precision requirements, thereby improving the versatility and adaptability of the structure; multiple telescopic power sources can output stable single-degree-of-freedom axial linear motion, ensuring the consistency and reliability of the output power of the drive mechanism 5.

[0031] In conjunction with the first aspect, in one embodiment, the drive mechanism 2 6 includes: a connecting rod 2 61, one end of which is rotatably connected to the yaw rudder body 11, its rotation axis is coaxially arranged with the first rotating shaft 3, and its other end is connected to the telescopic end of the telescopic component 2, which is used to be installed on the vehicle body 2.

[0032] In this embodiment, as Figure 2 As shown, the single-degree-of-freedom axial linear motion of the telescopic component 2 is converted into the fixed-axis rotation of the pitch control body 12 around the second rotating shaft 4 by the transmission method of the second linkage 61. It adopts the same transmission form as the drive mechanism 5, which unifies the design standard of the transmission structure and reduces the difficulty of processing and assembly. The rotation axis of the second linkage 61 and the yaw control body 11 is set coaxially with the first rotating shaft 3. When the yaw control body 11 rotates around the first rotating shaft 3, the hinge point of the second linkage 61 and the yaw control body 11 will not produce relative displacement, and will not drive the drive mechanism 6 to produce linkage action, thus completely eliminating the interference of yaw motion on the pitch channel. The second linkage 61 and the yaw control body 11 adopt a rotating connection, which can adapt to the angle change during the rotation of the pitch control body 12, avoid transmission jamming, and ensure the smoothness and continuity of pitch motion.

[0033] In conjunction with the first aspect, in one embodiment, the drive mechanism 5 includes a drive motor 1, which is mounted on the pitch control body 12 and its output end is coaxially fixed with the first rotating shaft 3.

[0034] In this embodiment, the drive motor 1 directly transmits rotational power to the first rotating shaft 3 by being fixed coaxially with the first rotating shaft 3, driving the yaw rudder body 11 to perform horizontal yaw motion relative to the pitch rudder body 12 around the first rotating shaft 3. This eliminates the intermediate transmission links, resulting in a short transmission path, high transmission accuracy, and fast response speed. The drive motor 1 rotates synchronously around the second rotating shaft 4 with the pitch rudder body 12. When the pitch rudder body 12 performs pitch motion, the relative position of the drive motor 1 and the first rotating shaft 3 remains unchanged, and it will not interfere with the yaw motion of the yaw rudder body 11, thus ensuring the motion independence of the yaw channel and the pitch channel.

[0035] In conjunction with the first aspect, in one embodiment, the second drive mechanism 6 includes a second drive motor, which is mounted on the hull 2 ​​and its output end is coaxially fixed with the second rotating shaft 4.

[0036] In this embodiment, the second drive motor directly transmits rotational power to the second rotating shaft 4 by being coaxially fixed with it, thereby driving the pitch control body 12 to pitch relative to the vehicle body 2 around the second rotating shaft 4. The transmission structure is simple, the power output is stable, and there is no transmission backlash. The second drive motor is fixed to the body of the vehicle body 2. When the yaw control body 11 performs yaw motion, the relative position of the second drive motor and the second rotating shaft 4 remains unchanged, and it will not interfere with the pitch motion of the pitch control body 12. This further ensures the decoupling of the motion between the yaw channel and the pitch channel, and enables individual or synchronous control of the two channels.

[0037] Secondly, embodiments of this application provide a vehicle body that includes a supercavitating vehicle body cavitation rudder structure as described in some of the above embodiments.

[0038] In this embodiment, by adopting the cavitation rudder 1 structure described above, the vehicle 2 can obtain a stable and controllable control torque in supercavitating navigation, thereby improving the attitude stability of the vehicle 2 during straight navigation. At the same time, it avoids the additional drag and tail flow field interference caused by the traditional tail rudder, which is conducive to further improving the underwater navigation speed of the vehicle 2. The independent synchronous control capability of pitch and yaw dual channels enables the vehicle 2 to adapt to complex and ever-changing underwater navigation environments, thereby improving the maneuverability and environmental adaptability of the vehicle 2.

[0039] Thirdly, embodiments of this application provide a control method based on the cavitation rudder structure of a supercavitating vehicle as described in some of the above embodiments, which includes the following steps: S1: Real-time acquisition of the navigation attitude information of the navigation body 2; S2: Based on the navigation attitude information, calculate the yaw control command; S3: Control the drive mechanism 5 to move according to the yaw control command, so as to drive the yaw rudder body 11 to perform yaw motion.

[0040] In this embodiment, by acquiring the navigation attitude information of the vehicle 2 in real time, the current attitude deviation of the vehicle 2 can be detected in a timely manner, providing an accurate basis for subsequent control command calculation; by adopting the control process of first calculating the yaw control command and then executing the yaw drive, the yaw attitude deviation of the vehicle 2 can be responded to quickly, ensuring the stability of the heading of the vehicle 2.

[0041] In conjunction with the third aspect, in one implementation, S3 includes: S3-1: The yaw control command is used to control the extension and retraction displacement of the drive mechanism 5 to adjust the yaw angle of the yaw rudder body 11 and achieve rudder effect control in the yaw direction.

[0042] In this embodiment, the yaw angle of the yaw rudder body 11 is precisely adjusted by controlling the telescopic displacement of the drive mechanism 5, which enables precise control of the yaw direction rudder effect. There is a definite correspondence between the telescopic displacement and the yaw angle, which facilitates the establishment of an accurate control model and improves the accuracy and response speed of yaw control.

[0043] In conjunction with the third aspect, in one implementation, after S3, it includes: S4: Based on the flight attitude information, calculate the pitch control command; S5: Controls the drive mechanism 26 to move according to the pitch control command, so as to drive the pitch control body to perform pitch motion.

[0044] In this embodiment, the pitch control command and the yaw control command are calculated independently based on the navigation attitude information of the same vehicle 2, and control the corresponding actions of the second drive mechanism 6 and the first drive mechanism 5 respectively, ensuring the independence of pitch control and yaw control; the step-by-step calculation and step-by-step drive control method can flexibly select the control dimension according to the navigation requirements, improving the flexibility of the control process.

[0045] In conjunction with the third aspect, in one implementation, at S5, it includes: S5-1: The pitch control command is used to control the extension and retraction displacement of the drive mechanism 6, so as to adjust the pitch angle of the pitch rudder body and realize the rudder effect control in the pitch direction.

[0046] In this embodiment, the pitch angle of the pitch control body 12 is precisely adjusted by controlling the extension and retraction displacement of the drive mechanism 2 6, which can achieve precise control of the pitch direction control effect; the same control logic is used as the yaw control, which unifies the design standard of the control algorithm and reduces the development difficulty and maintenance cost of the control system.

[0047] In conjunction with the third aspect, in one implementation, the yaw motion and pitch motion of the vehicle 2 are independently decoupled, and yaw control, pitch control, or combined yaw and pitch control can be performed independently or simultaneously.

[0048] In this embodiment, there is no mutual interference between the yaw motion of the yaw rudder body 11 and the pitch motion of the pitch rudder body 12, and the control mode can be flexibly selected according to the actual attitude requirements of the vehicle body 2; the individual control mode is suitable for attitude correction in a single dimension, and the joint control mode is suitable for multi-dimensional attitude adjustment under complex working conditions, which fully covers the operation requirements of the vehicle body 2 in different navigation stages.

[0049] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0050] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0051] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A rudder structure for a supercavitating vehicle cavitator, characterized in that, It includes: Cavitation rudder (1), which is used to be installed at the front end of the vehicle (2), and includes a yaw rudder body (11) and a pitch rudder body (12). The yaw rudder body (11) is rotatably connected to the pitch rudder body (12) via the first rotating shaft (3) so that the yaw rudder body (11) moves horizontally relative to the pitch rudder body (12); The pitch control body (12) is rotatably connected to the vehicle body (2) via a second pivot (4) so ​​that the pitch control body (12) moves pitch relative to the vehicle body (2); Drive mechanism 1 (5), one end of which is movably connected to the yaw rudder body (11), and the other end of which is used to connect to the vehicle body (2), the drive mechanism 1 (5) can drive the yaw rudder body (11) to yaw horizontally; Drive mechanism two (6) has one end movably connected to the yaw rudder body (11) and the other end connected to the vehicle body (2). Drive mechanism two (6) can drive the pitch rudder body (12) to pitch.

2. The rudder structure of the supercavitating vehicle cavitator as described in claim 1, characterized in that, The drive mechanism (5) includes: Linkage 1 (51), one end of which is rotatably connected to the yaw rudder body (11), its rotation axis is coaxial with the second rotating shaft (4), and its other end is connected to the telescopic end of telescopic component 1, which is used to be installed on the aircraft body (2).

3. The rudder structure of the supercavitating vehicle cavitator as described in claim 2, characterized in that, The telescopic component includes a sliding telescopic power source, a spiral telescopic power source, or a rack and pinion telescopic power source.

4. The rudder structure of the supercavitating vehicle cavitator as described in claim 1, characterized in that, The second driving mechanism (6) includes: Linkage 2 (61), one end of which is rotatably connected to the yaw rudder body (11), its rotation axis is coaxial with the first rotating shaft (3), and its other end is connected to the telescopic end of telescopic component 2, which is used to be installed on the aircraft (2).

5. A type of aircraft carrier, characterized in that, It includes the supercavitating cavitation rudder structure as described in any one of claims 1-4.

6. A control method based on the cavitation rudder structure of a supercavitating vehicle as described in any one of claims 1-4, characterized in that, It includes the following steps: Real-time acquisition of the navigation attitude information of the navigation body (2); Based on the navigation attitude information, the yaw control command is calculated; The drive mechanism (5) is controlled according to the yaw control command to drive the yaw rudder body (11) to perform yaw motion.

7. The control method for the rudder structure of the supercavitating vehicle cavitator as described in claim 6, characterized in that, The yaw control command is used to control the extension and retraction displacement of the drive mechanism (5) to adjust the yaw angle of the yaw rudder body (11) and realize the rudder effect control in the yaw direction.

8. The control method for the rudder structure of the supercavitating vehicle cavitator as described in claim 6, characterized in that, It also includes the following steps: Based on the navigation attitude information, pitch control commands are calculated. According to the pitch control command, the drive mechanism 2 (6) is controlled to move, so as to drive the pitch control body (12) to perform pitch motion.

9. The control method for the rudder structure of the supercavitating vehicle cavitator as described in claim 8, characterized in that, The pitch control command is used to control the extension and retraction displacement of the drive mechanism 2 (6) to adjust the pitch angle of the pitch rudder body (12) and realize the rudder effect control in the pitch direction.

10. The control method for the rudder structure of the supercavitating vehicle cavitator as described in claim 8, characterized in that, The yaw motion and pitch motion of the vehicle (2) are independently decoupled, and yaw control, pitch control or joint yaw and pitch control can be performed separately.

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