A method for constructing and numerically simulating a thrust characteristic coupling model of a pose-adjusting engine

Abstract

The present application relates to the technical field of engine simulation test, in particular to a thrust characteristic coupling model construction and numerical simulation method about attitude-adjusting engine, comprising: ontology model fusion algorithm platform, structural mechanics analysis calculation platform and multi-dimensional physical field coupling calculation platform. The present application extracts and fuses the models in the digital prototype model library and verification environment model library of the attitude-adjusting engine, couples the corresponding models with the conditional load excitation, checks, and realizes the numerical simulation of the thrust characteristic coupling model under the multi-scene algorithm path matching, adjustment and multi-disciplinary policy algorithm module cooperation. Mainly divided into ontology model fusion algorithm platform, structural mechanics analysis calculation platform and multi-dimensional physical field coupling calculation platform.

Description

Technical Field

[0001] This invention relates to the field of engine simulation and testing technology, specifically to a method for constructing a coupled model of thrust characteristics and performing numerical simulations on an attitude-adjusting engine. Background Technology

[0002] Attitude control engines, as power units that provide trajectory adjustments during aircraft flight, are characterized by their small size, light weight, fast response, and short pulse time, meeting the requirements for high-frequency, rapid-response performance. In engineering development, their core performance parameter—thrust characteristics, including vector direction and magnitude, duration, output sequence, and accuracy—is the key basis for evaluating whether the engine meets overall requirements and is also where its functional value lies.

[0003] Relying solely on ignition tests to conduct engine thrust characteristic tests and evaluations suffers from problems such as small sample size, poor repeatability, and low cost-effectiveness. Furthermore, the factors contributing to thrust generation, influencing factors, and effects have not been systematically quantified, and the field effect modes resulting from the random coupling between these factors have not been investigated. This leads to inconsistencies between measurable elements and mechanistic factors in physical tests, affecting the validity and coverage of the test results.

[0004] Compared with physical ignition tests, indoor virtual simulation tests have irreplaceable advantages such as a large sample size for implementation, good repeatability, easy acquisition of test data, and high cost-effectiveness. Therefore, numerical simulation is adopted to conduct repeated tests under virtual test conditions, accumulate sufficient test data, and perform simulation analysis by cross-verifying the parameters of the fully attributed digital prototype and the physical test parameters of the ground hot test with the digital test model.

[0005] Compared to traditional engine power systems, the collaborative workload for attitude control engine design is significantly increased. Initially, design verification was primarily conducted using physical prototypes. Existing platforms are inadequate for multidisciplinary collaborative work, lacking specialized design and analysis tools for certain disciplines. Simulation verification conditions for key technologies and performance indicators based on models are severely insufficient, failing to meet the rapid design requirements of attitude control engines for multiple development tasks. Therefore, this paper comprehensively considers various influencing factors during co-simulation modeling, the priority of multidisciplinary model construction, and the complexity of sub-disciplinary models. It analyzes the hierarchical decomposition of complex product modules and the multi-gradient construction of multidisciplinary models. Based on ontology coupling models and collaborative simulation steps, co-simulation numerical solution analysis is conducted. A concept of robustness in co-simulation solutions is proposed, along with a method for constructing a coupled model of thrust characteristics for attitude control engines and conducting numerical simulations to address the aforementioned problems. Summary of the Invention

[0006] To address the problems in the existing technology, this invention provides a method for constructing a coupled thrust characteristic model and performing numerical simulations of an attitude-adjusting engine, thereby solving the existing problems.

[0007] The first aspect of this invention provides a thrust characteristic coupling model for an attitude-adjusting engine, which adopts the following technical solution, including: The ontology model fusion algorithm platform includes an attitude adjustment engine component, a transmission and sensing component, a multi-dimensional force vehicle measurement platform, and a geometric model corresponding to a rigid frame, which fuses the various geometric models. The structural mechanics analysis and calculation platform is used to construct constitutive models and adjust model parameters; it is used for parameter input and force position control of single-engine impulse engine excitation force based on dynamic calibration; and it is used for impact calculation, test design, surrogate model construction, and parameter sensitivity analysis of the numerical verification platform for attitude adjustment engines under single-engine scenario conditions. It also includes a multi-dimensional physics field coupling calculation platform, which is used for dynamic display of impact calculation results of structural deformation and graphical display of acceleration response curves; for image display of parameter sensitivity analysis results; and for quantitative impact analysis of the design input parameters of the attitude adjustment engine numerical verification platform on the design results.

[0008] A second aspect of the present invention provides a numerical simulation method for a coupled thrust characteristic model of an attitude-adjusting engine, comprising: The model is subjected to the following steps in sequence: Eliminate redundant small features; Repair the gaps between surfaces; Handling overlapping geometry; Merge scattered surfaces and scattered volumes; Repair free edges and non-manifold edges; Simplify complex curves; Clean up isolated geometry; Optimize the narrow surface and unify geometric tolerances; Finally, numerical simulation was performed.

[0009] A further technical solution of the present invention is that the step of eliminating redundant small features is as follows: Remove chamfers, bosses, and small holes that are less than 5% of the overall size in the model.

[0010] A further technical solution of the present invention is that the steps for repairing interfacial gaps are as follows: Set the tolerance range to 0.1%-1% of the maximum size of the model. Connect the faces with gaps between adjacent faces that are within the tolerance range into a whole. If the gap is too large, first extend one of the faces to the edge of the adjacent face and then stitch them together to ensure the topological continuity of the model.

[0011] A further technical solution of the present invention is that the steps for processing overlapping geometry are as follows: The software's geometric inspection tools locate overlapping areas, delete completely duplicated geometric redundancies, and retain the effective parts for partially overlapping areas according to the actual structure. If necessary, the contact surface is reconstructed to ensure that only one geometric feature exists at each spatial location.

[0012] A further technical solution of the present invention is that the step of merging scattered surfaces and scattered bodies is as follows: Merge regular planes composed of multiple small faces into a complete face, reducing the number of faces and simplifying mesh control.

[0013] A further technical solution of the present invention is that the steps for repairing free edges and non-manifold edges are as follows: Edges belonging to only one face are free edges, and free edges are connected to adjacent faces via stitching; non-manifold edges are edges with three or more faces, and non-manifold edges are split and processed to ensure that each edge belongs to only two faces; abnormal edges are marked by the software's display function and repaired accordingly to avoid cell topology errors during mesh generation.

[0014] A further technical solution of the present invention is that the steps for simplifying complex curves are as follows: Reduce the number of control points for spline curves in the model to make the curves smoother while ensuring that the shape error is within the allowable range; replace polygonal lines with arc transitions for angles less than 15° to avoid excessive mesh densification or the appearance of deformed elements at sharp corners.

[0015] A further technical solution of the present invention is that the step of cleaning up isolated geometry is as follows: Remove auxiliary baselines and unused sketch elements from the model that are not related to the main structure.

[0016] A further technical solution of the present invention is that the steps of optimizing the narrow surface and unifying geometric tolerances are as follows: Optimize narrow faces: Split faces with an aspect ratio greater than 20 into multiple sub-faces with an aspect ratio less than 10 along the length direction; Unified geometric tolerances are achieved by adjusting the dimensional accuracy of each feature in the model to meet the requirements of finite element analysis.

[0017] The beneficial effects of this invention are: This invention extracts and merges models from the attitude adjustment engine digital prototype model library and the verification environment model library, couples them with the corresponding models of conditional load excitation, and after verification, realizes the numerical simulation of the thrust characteristic coupled model under the collaboration of multi-scenario algorithm path matching, adjustment, and multi-disciplinary policy algorithm modules. It is mainly divided into an ontology model fusion algorithm platform, a structural mechanics analysis and calculation platform, and a multi-dimensional physics field coupling calculation platform. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a comparison image of the geometric model of the engine mounting location before and after cleaning in an embodiment of the present invention; Figure 2 This is a comparison image of the top geometric model of the experimental chamber before and after cleaning in an embodiment of the present invention; Figure 3 This is a comparison image of the experimental chamber's local chamfered geometry model before and after cleaning, as shown in this embodiment of the invention. Figure 4 This is a comparison image of the engine tail geometry model before and after cleaning in an embodiment of the present invention; Figure 5 This is a comparison image of the engine head and tail geometry model before and after cleaning in an embodiment of the present invention; Figure 6 This is a comparison image of the local feature geometric model before and after cleaning in an embodiment of the present invention; Figure 7 These are comparison images of the small holes in the experimental chamber fixed assembly components before and after cleaning, as shown in this embodiment of the invention. Figure 8 This is a comparison image of the geometric model of the limiting block of the experimental chamber fixed assembly component before and after cleaning in an embodiment of the present invention; Figure 9 This is a comparison image of the dial geometric model before and after cleaning in an embodiment of the present invention; Figure 10 This is a comparison image of the geometric model of the slide rail assembly before and after cleaning in an embodiment of the present invention; Figure 11 This is a comparison image of the T-slot geometric model before and after cleaning in an embodiment of the present invention; Figure 12 This is a comparison image of the launch mounting plate geometric model before and after cleaning in an embodiment of the present invention; Figure 13 This is a comparison image of the slide rail mounting plate before and after cleaning in an embodiment of the present invention; Figure 14 These are comparison images of the geometric models of the guide mechanism and damper parts in this embodiment of the invention before and after cleaning. Figure 15 This is a schematic diagram of the fusion model in an embodiment of the present invention; Figure 16This is a schematic diagram of the mesh of the contact portion in an embodiment of the present invention; Figure 17 This is a schematic diagram of the test bench grid in an embodiment of the present invention; Figure 18 This is a first schematic diagram of a local mesh of the test bench in an embodiment of the present invention; Figure 19 This is a second schematic diagram of a partial mesh of the test bench in an embodiment of the present invention; Figure 20 This is a third schematic diagram of a partial mesh of the test bench in an embodiment of the present invention; Figure 21 This is a fourth schematic diagram of a local mesh of the test bench in an embodiment of the present invention; Figure 22 This is a schematic diagram of the aluminum alloy material parameters in the first embodiment of the present invention; Figure 23 This is a schematic diagram of the first SN curve in an embodiment of the present invention; Figure 24 This is a schematic diagram of the second aluminum alloy material parameters according to an embodiment of the present invention; Figure 25 This is a schematic diagram of the second SN curve in an embodiment of the present invention; Figure 26 This is a schematic diagram of the bottom of the test bench in an embodiment of the present invention; Figure 27 This is a schematic diagram of the contact force results in the X direction in an embodiment of the present invention; Figure 28 This is a schematic diagram of the contact force results in the Y direction in an embodiment of the present invention; Figure 29 This is a schematic diagram of the contact force results in the Z direction in an embodiment of the present invention; Figure 30 This is a schematic diagram of the overall displacement in an embodiment of the present invention; Figure 31 This is a schematic diagram of X-direction displacement in an embodiment of the present invention; Figure 32 This is a schematic diagram of Y-direction displacement in an embodiment of the present invention; Figure 33 This is a schematic diagram of Z-direction displacement in an embodiment of the present invention; Figure 34 This is a schematic diagram of the overall acceleration in an embodiment of the present invention; Figure 35 This is a schematic diagram of X-axis acceleration in an embodiment of the present invention; Figure 36 This is a schematic diagram of Y-axis acceleration in an embodiment of the present invention; Figure 37 This is a schematic diagram of Z-axis acceleration in an embodiment of the present invention; Figure 38 This is a schematic diagram of the overall speed in an embodiment of the present invention; Figure 39 This is a schematic diagram of the X-axis velocity in an embodiment of the present invention; Figure 40 This is a schematic diagram of the Y-axis velocity in an embodiment of the present invention; Figure 41 This is a schematic diagram of the Z-axis velocity in an embodiment of the present invention; Figure 42 This is a schematic diagram of the force distribution on the connecting pair in an embodiment of the present invention; Figure 43 This is a schematic diagram of the torque results of the connecting pair in an embodiment of the present invention; Figure 44 This is a schematic diagram of the damper displacement in an embodiment of the present invention; Figure 45 This is a schematic diagram of the damper velocity in an embodiment of the present invention; Figure 46 This is a schematic diagram of the spring force results in an embodiment of the present invention; Figure 47 This is a schematic diagram of the spring elongation results in an embodiment of the present invention; Figure 48 This is a schematic diagram of the spring velocity results in an embodiment of the present invention. Detailed Implementation

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

[0021] An embodiment of the present invention relates to the construction of a coupled model for the thrust characteristics of an attitude-adjusting engine and a method for numerical simulation, as follows: Figure 1 and Figure 3As shown, the system includes: an ontology model fusion algorithm platform, a structural mechanics analysis and calculation platform, and a multi-dimensional physics field coupling calculation platform. The ontology model fusion algorithm platform includes geometric models corresponding to the attitude adjustment engine component, the transmission sensing component, the multi-dimensional force vehicle measurement platform, and the rigid test bench, and fuses these geometric models. The structural mechanics analysis and calculation platform is used to construct constitutive models and adjust model parameters; it is used for parameter input and force position control based on dynamic calibration and single-engine impulse engine excitation force; it is used for impact calculation, test design, surrogate model construction, and parameter sensitivity analysis of the attitude adjustment engine numerical verification platform under single-engine scenario conditions. The multi-dimensional physics field coupling calculation platform is used for dynamic display of impact calculation results of structural deformation and graphical display of acceleration response curves; it is used for image display of parameter sensitivity analysis results; and it is used for quantitative impact analysis of the design input parameters of the attitude adjustment engine numerical verification platform on the design results.

[0022] An embodiment of a numerical simulation method for a coupled thrust characteristic model of an attitude-adjusting engine, the method comprising: The model is subjected to the following steps in sequence: S1. Eliminate redundant small features; For example, in one specific embodiment, the step of eliminating redundant small features is to delete chamfers, bosses, and small holes that are less than 5% of the overall size of the model. Features such as chamfers, bosses, and small holes that are less than 5% of the overall size increase the difficulty of mesh generation, resulting in a surge in the number of elements but with limited improvement in the accuracy of the results. For example, a small chamfer with a radius of 0.1mm on the edge of a mechanical part can be directly deleted if it is far from the stress concentration area, and can be replaced with a larger fillet if it is close to the critical area, which simplifies the model while preserving the structural integrity.

[0023] S2. Repair the gaps between surfaces; For example, in one specific embodiment, the steps for repairing gaps between surfaces are as follows: set the tolerance range to 0.1%-1% of the maximum size of the model, connect the surfaces with gaps between adjacent surfaces that are within the tolerance range into a whole, wherein if the gap is too large, extend one of the surfaces to the edge of the adjacent surface first, and then stitch them together to ensure the topological continuity of the model.

[0024] S3, Handling overlapping geometry; For example, in one specific embodiment, the steps for processing overlapping geometry are as follows: locate the overlapping areas using the software's geometry inspection tool, delete completely duplicated redundant geometric parts, retain the effective parts for partially overlapping areas according to the actual structure, and reconstruct the contact surfaces if necessary to ensure that only one geometric feature exists at each spatial location. Delete or trim overlapping surfaces, lines, or volumes in the model to avoid element overlap during mesh generation.

[0025] S4. Merge scattered surfaces and scattered volumes; For example, in one specific embodiment, the step of merging scattered faces and bodies is as follows: a regular plane composed of multiple small faces is merged into a complete face, reducing the number of faces and simplifying mesh control. For example, the side surface of a cuboid composed of multiple small rectangles can be merged into a large face, which facilitates the generation of a structured mesh. For parts in the assembly model that have no relative motion, Boolean operations are used to merge them into a single entity, reducing the complexity of contact settings.

[0026] S5. Repair free edges and non-manifold edges; For example, in one specific embodiment, the steps for repairing free edges and non-manifold edges are as follows: an edge belonging to only one face is a free edge, and the free edge is connected to the adjacent face by stitching; a non-manifold edge is an edge with three or more faces, and the non-manifold edge is split and processed to ensure that each edge belongs to only two faces; abnormal edges are marked by the display function of the software and repaired in a targeted manner to avoid cell topology errors during mesh generation.

[0027] S6. Simplify complex curves; For example, in one specific embodiment, the steps to simplify complex curves are as follows: reduce the number of control points of spline curves in the model to make the curves smoother while ensuring that the shape error is within the allowable range; for polylines with an included angle of less than 15°, replace them with arc transitions to avoid excessive mesh densification or the appearance of deformed cells at sharp corners.

[0028] S7. Clean up isolated geometry; For example, in one specific embodiment, the step of cleaning up isolated geometry is to delete auxiliary baselines and unused sketch elements in the model that are not related to the main structure; these isolated geometries can interfere with the recognition of mesh generation software and lead to unnecessary waste of computing resources, so they need to be thoroughly cleaned up to ensure the simplicity of the model.

[0029] S8. Optimize the narrow surface and unify geometric tolerances; For example, in one specific embodiment, the steps of optimizing the elongated surface and unifying geometric tolerances are as follows: Optimizing the elongated surface: splitting the surface with an aspect ratio greater than 20 into multiple sub-surfaces with an aspect ratio less than 10 along the length direction; elongated surfaces are prone to generating poor-quality mesh elements (such as high warp elements), splitting them can significantly improve the element quality and ensure computational convergence; unifying geometric tolerances involves: adjusting the dimensional accuracy of each feature in the model to meet the requirements of finite element analysis; for features with excessively small dimensions (such as thin walls with a thickness much smaller than other directions), whether to retain them depends on the analysis type. If they must be retained, shell elements can be used for simplification to avoid mesh quality problems caused by large size differences in solid elements.

[0030] S9. Finally, numerical simulation is performed. For example, in one specific embodiment, after cleaning, the model is comprehensively checked using software tools to ensure there are no topological defects and that key features are preserved intact. Small-scale mesh pre-division can be performed to verify whether the geometry is suitable for mesh generation, with a focus on checking the geometric quality of key areas such as stress concentration zones and load application points to ensure that the simulation accuracy requirements are met.

[0031] The principles for cleaning up the geometry of equipment models are as follows: 1. Prioritize fixing topological defects to ensure entity integrity: Investigate and handle overlapping / interference areas: If there are partially overlapping entities in the entity structure (such as duplicated features or misaligned assembly parts), it will cause mesh overlap or failure to generate. You need to use the interference check tool to locate the redundant entities, delete redundant entities, or trim the excess parts.

[0032] 2. Reasonably simplify minor features and balance accuracy and efficiency: Clarify the principle of feature retention: retain features that are directly related to load transfer and stress concentration (such as bolt holes and chamfers on stress surfaces), and delete or suppress minor features that are far from the stress area and have minimal impact on the results (such as process holes with diameters much smaller than the mesh size and small bosses on non-stress surfaces).

[0033] 3. Control the matching degree between feature size and mesh: Ensure that the retained feature size is not less than twice the minimum mesh size to avoid excessive mesh refinement (increasing the amount of computation) or the appearance of thin, distorted cells due to features that are too small.

[0034] 4. Adopt alternative simplification solutions: For features that cannot be directly deleted, such as tiny holes that penetrate a solid, they can be closed by filling the surface, or the complex tiny features can be replaced with simple geometry using the simplified solid function.

[0035] 5. Ensure solid enclosure and adapt to solid unit requirements: Check solid for cavity defects: Except for hollow structures required by the design, solids must be completely closed, without any unclosed gaps or "openings" to avoid local unfillable situations during mesh generation.

[0036] 6. Clean up redundancy inside the entity: Delete meaningless auxiliary surfaces, lines or duplicate geometry inside the entity to prevent them from interfering with the mesh generation logic and causing chaotic cell distribution.

[0037] 7. Avoid excessive cleanup and retain core design features: Do not delete stress-sensitive features. Areas that are prone to stress concentration, such as shoulder chamfers and part notches, should not be deleted to simplify the model, otherwise the stress peak value will be underestimated, affecting the accuracy of the results.

[0038] 8. Do not merge functional critical surfaces: Surfaces that are directly related to assembly and load transmission, such as sealing surfaces and bolt connection surfaces, must not be merged or simplified to prevent changes in contact state and force transmission path.

[0039] 9. Do not arbitrarily simplify assembly relationships: For example, bolted connections cannot be directly simplified to rigid fixation. The elastic characteristics of the bolts should be preserved according to the simulation requirements (or a reasonable simplified connection method should be adopted) to avoid local stress calculation deviations.

[0040] 10. Check geometric integrity after import: After importing into the preprocessing software, check the key dimensions and feature quantity of the entity one by one to confirm that there are no missing features (such as missing holes or bosses) or size deviations (such as length or diameter scaling). If any problems are found, re-export or correct them in time.

[0041] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A coupled thrust characteristic model for an attitude-adjusting engine, characterized in that, include: The ontology model fusion algorithm platform includes an attitude adjustment engine component, a transmission and sensing component, a multi-dimensional force vehicle measurement platform, and a geometric model corresponding to a rigid frame, which fuses the various geometric models. The structural mechanics analysis and calculation platform is used to construct constitutive models and adjust model parameters; it is used for parameter input and force position control of single-engine impulse engine excitation force based on dynamic calibration; and it is used for impact calculation, test design, surrogate model construction, and parameter sensitivity analysis of the numerical verification platform for attitude adjustment engines under single-engine scenario conditions. And a multi-dimensional physics field coupling calculation platform, which is used to dynamically display the impact calculation results of structural deformation and graphically display the acceleration response curve; Image display of parameter sensitivity analysis results; quantitative impact analysis of the design input parameters on the design results of the attitude adjustment engine numerical verification platform.

2. A numerical simulation method for a coupled model of thrust characteristics of an attitude-adjusting engine, characterized in that, include: The model is subjected to the following steps in sequence: Eliminate redundant small features; Repair the gaps between surfaces; Handling overlapping geometry; Merge scattered surfaces and scattered volumes; Repair free edges and non-manifold edges; Simplify complex curves; Clean up isolated geometry; Optimize the narrow surface and unify geometric tolerances; Finally, numerical simulation was performed.

3. The numerical simulation method for a coupled model of thrust characteristics of an attitude-adjusting engine according to claim 2, characterized in that, The steps to eliminate redundant small features are as follows: Remove chamfers, bosses, and small holes that are less than 5% of the overall size in the model.

4. The numerical simulation method for a coupled model of thrust characteristics of an attitude-adjusting engine according to claim 2, characterized in that, The steps to repair interfacial gaps are as follows: Set the tolerance range to 0.1%-1% of the maximum size of the model. Connect the faces with gaps between adjacent faces that are within the tolerance range into a whole. If the gap is too large, first extend one of the faces to the edge of the adjacent face and then stitch them together to ensure the topological continuity of the model.

5. The numerical simulation method for a coupled model of thrust characteristics of an attitude-adjusting engine according to claim 2, characterized in that, The steps for handling overlapping geometry are as follows: The software's geometric inspection tools locate overlapping areas, delete completely duplicated geometric redundancies, and retain the effective parts for partially overlapping areas according to the actual structure. If necessary, the contact surface is reconstructed to ensure that only one geometric feature exists at each spatial location.

6. The numerical simulation method for a coupled model of thrust characteristics of an attitude-adjusting engine according to claim 2, characterized in that, The steps for merging scattered surfaces and scattered volumes are as follows: Merge regular planes composed of multiple small faces into a complete face, reducing the number of faces and simplifying mesh control.

7. The numerical simulation method for a coupled model of thrust characteristics of an attitude-adjusting engine according to claim 2, characterized in that, The steps to repair free edges and non-manifold edges are as follows: Edges belonging to only one face are free edges, and free edges are connected to adjacent faces via stitching; non-manifold edges are edges with three or more faces, and non-manifold edges are split and processed to ensure that each edge belongs to only two faces; abnormal edges are marked by the software's display function and repaired accordingly to avoid cell topology errors during mesh generation.

8. The numerical simulation method for a coupled model of thrust characteristics of an attitude-adjusting engine according to claim 2, characterized in that, The steps to simplify a complex curve are as follows: Reduce the number of control points for spline curves in the model to make the curves smoother while ensuring that the shape error is within the allowable range; replace polygonal lines with arc transitions for angles less than 15° to avoid excessive mesh densification or the appearance of deformed elements at sharp corners.

9. The numerical simulation method for a coupled model of thrust characteristics of an attitude-adjusting engine according to claim 2, characterized in that, The steps to clean up isolated geometry are as follows: Remove auxiliary baselines and unused sketch elements from the model that are not related to the main structure.

10. A numerical simulation method for a coupled model of thrust characteristics of an attitude-adjusting engine according to claim 2, characterized in that, The steps to optimize a narrow surface and unify geometric tolerances are as follows: Optimize narrow faces: Split faces with an aspect ratio greater than 20 into multiple sub-faces with an aspect ratio less than 10 along the length direction; Unified geometric tolerances are achieved by adjusting the dimensional accuracy of each feature in the model to meet the requirements of finite element analysis.

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