Intelligent balanced distribution method for controlled quantities of multiple propulsion mechanisms distributed in plane

Abstract

Disclosed is an intelligent balanced distribution method for controlled quantities of multiple propulsion mechanisms distributed in a plane, which method aims for balanced distribution of controlled quantities of multiple propulsion mechanisms in an installation plane which have non-collinear equivalent force-bearing points. The method comprises: after relevant parameters are determined, by using an obliquely-truncated cylinder model, establishing a constraint formula under the condition that controlled quantity vector endpoints of propulsion mechanisms are coplanar; on the basis of a conversion relationship between a controlled quantity and a thrust and according to an equivalent relationship between the sum of thrust moments of the propulsion mechanisms and a target deviation-correction resultant moment, solving an unknown quantity in the constraint formula, and obtaining a calculation formula of the controlled quantity of each propulsion mechanism with respect to an arm of force and a central angle; and sequentially substituting the numerical values of the arm of force and the central angle corresponding to each propulsion mechanism, so as to finally obtain a controlled quantity balanced distribution result. The present distribution method allows the controlled quantity of each propulsion mechanism to meet the requirements of a target total thrust and a target deviation-correction moment, and the distribution process is accurate and efficient; moreover, the balance of the distribution result can also be ensured, reducing damage to equipment and facilities and prolonging the service life thereof.

Description

Intelligent balanced allocation method of control variables for planar distributed multi-propulsion mechanisms Technical Field

[0001] The present invention relates to the field of balanced control distribution, and in particular to a method for intelligent balanced distribution of control quantities of planar distributed multi-propulsion mechanisms. Background Art

[0002] In recent years, with the continuous development of automation and intelligent technologies in the engineering field, and driven by factors such as comprehensive efficiency and cost, more and more equipment is gradually shifting from manual control to automated control. For some large-scale power equipment, distributing control variables such as thrust, oil pressure, and fuel flow within the propulsion system to achieve the target position is crucial. For example, equipment such as rockets that rely solely on multiple sets of vertical jet propulsion engines for directional control, hydraulic presses driven by multiple cylinders, and shield machines propelled by multiple cylinders require distributing control variables across multiple propulsion mechanisms with non-collinear distribution of equivalent force points within the plane, while maintaining target total thrust and torque, taking into account the geometric positions of each redundant propulsion mechanism in the system. Furthermore, to achieve goals such as improved operational safety and extended service life, control variable distribution must be balanced, ensuring minimal differences in the quantities allocated to adjacent propulsion mechanisms.

[0003] For example, a shield machine has three degrees of freedom: pitch, yaw, and fore-aft translation. However, the number of propulsion cylinder groups far exceeds three, leading to overdrive of the hydraulic cylinders. To achieve the shield machine's kinematic performance, the thrust or oil pressure of the redundant propulsion cylinder groups must be coordinated and distributed. This problem, similar to redundancy issues encountered in aviation, navigation, and automotive fields, is known as the control distribution problem.

[0004] To adjust the shield machine's attitude toward the target or planned alignment, the strength and direction of the corrective torque can be adjusted by adjusting the oil pressure / thrust in each zone of the shield machine's propulsion system, thereby achieving the desired attitude correction. However, under the conditions of maintaining the same total thrust and corrective torque, numerous combinations of oil pressure / thrust values ​​are possible for each zone. During construction, drivers typically perform these controls based on their experience and habits. Different drivers have varying operating techniques, resulting in significant variability in the allocation of control variables to each zone under the same preconditions. This approach fails to provide a useful reference for the development of automatic / intelligent control technology for shield machine attitude.

[0005] At present, the main algorithms for solving the control allocation problem include:

[0006] (1) Explicit combination method: The explicit combination method uses a pre-designed combination method to produce a single control effect by coordinating multiple actuator structures. This method is easy to implement in engineering and is suitable for overdrive systems with obvious and limited combination methods. However, it cannot effectively handle constraints or optimize performance. When an actuator fails, the designed combination scheme will fail. It has no adaptive redistribution capability and is not suitable for systems with high redundancy.

[0007] This method requires pre-setting combinations to produce a single control action. However, the thrust of the propulsion system is continuous within the feasible range, and the corrective torque is also continuous within the range. Consequently, the changes in control variables such as thrust and oil pressure of each propulsion mechanism are also stable and continuous. Using the "explicit combination method" makes it difficult to design countless combinations of control variables for multiple propulsion mechanisms within the feasible domain and achieve continuously varying target thrust and torque. Therefore, the explicit combination method is not suitable for solving the problem of allocating control variables in a propulsion system.

[0008] (2) Cascade Chain Method: Assuming the system's actuators are hierarchical, the core idea of ​​the cascade chain control allocation method is to quickly activate the next-level actuator to compensate for the required control quantity if the previous-level actuator is saturated. The cascade chain control allocation algorithm has the advantages of simple engineering implementation, fast allocation speed, and reliable use, but it also has the problem of actuator saturation.

[0009] This method can easily lead to the thrust of the first part of the propulsion mechanism reaching its limit, which is unacceptable in the operation of shield equipment. Therefore, the series chain method is not suitable for solving the control quantity distribution problem of the propulsion mechanism.

[0010] (3) Direct Allocation Method: The direct allocation method was proposed by Duaham and is a geometric algorithm. In the process, given a control pseudo-instruction W, a suitable control input *R is obtained so that the pseudo-control input W*=LR* and the amplitude is maximized in the W direction. Bodson transformed the direct allocation into the form of solving an optimization problem. Given ɑ and R*, he solved:

[0011] The direct allocation algorithm seeks to maximize the amplitude of the allocation result in the desired direction, and needs to use the optimization problem solving method to solve it, which is relatively cumbersome and not accurate enough.

[0012] (4) Generalized inverse allocation method: The generalized inverse control allocation algorithm introduces the minimum norm constraint, which can be expressed as

[0013] The explicit solution of this formula is R = L + W, where L + =L T (LL T ) -1is the pseudo-inverse matrix of L.

[0014] This method solves the movement amount of each actuator through generalized inverse, and pursues the minimum comprehensive output of the actuator. However, for the case of uneven distribution of propulsion mechanisms - when the lever arms differ greatly, it can ensure that the distribution result meets the total thrust and torque requirements. However, the propulsion mechanism allocated to the maximum thrust / oil pressure may be adjacent to the propulsion mechanism with the minimum thrust / oil pressure, and the distribution result cannot be guaranteed to be balanced. This distribution result poses potential risks to the object of thrust.

[0015] In addition to the traditional control allocation algorithms listed above, there is also a fixed-point iterative algorithm proposed by Burken for solving weighted optimal control allocation problems. This algorithm, similar to gradient search iterative algorithms, exhibits global convergence, but can be slow when given unreachable instructions. Furthermore, there are interior-point algorithms for solving quadratic programming and effective set algorithms for solving small- to medium-scale quadratic programming problems. Both interior-point and effective set algorithms transform the control allocation problem into a quadratic programming problem. These algorithms are simply different approaches to solving quadratic programming problems, each aiming to find an optimal solution that satisfies the objective function and constraints. Using quadratic programming to solve control allocation problems generally seeks to minimize the objective function under the constraints. This approach can produce a control allocation for the propulsion mechanism that meets the target total thrust and corrective torque, but it cannot guarantee uniformity and is particularly unsuitable for control allocation for non-uniformly distributed propulsion mechanisms.

[0016] Summary of the Invention

[0017] The present invention is made to solve the above problems, and its purpose is to provide a method for intelligent and balanced distribution of control quantities of planar distributed multi-propulsion mechanisms.

[0018] To achieve the above objectives, the present invention provides the following technical solutions:

[0019] A method for intelligently balancing control quantities of multiple propulsion mechanisms distributed in a plane, for balancing control quantities of multiple propulsion mechanisms whose equivalent force points are not collinear within an installation plane, wherein the thrust directions of the propulsion mechanisms are all perpendicular to the installation plane, comprises:

[0020] Step S1: Determine the number of propulsion mechanisms n, establish an xOy coordinate system with any point as the origin O in the distribution area of ​​the equivalent force points of the n propulsion mechanisms, and any direction as the x direction and the direction perpendicular to the x direction as the y direction in the installation plane of the propulsion mechanism, obtain the lever arm and central angle of the equivalent force point of each propulsion mechanism relative to the origin O, and determine the first target correction torque M of all propulsion mechanisms relative to the origin O. x , the second target correction torque M y , the total control amount F that needs to be achievedt and the conversion relationship between the control amount to be allocated and the thrust;

[0021] Step S2: Using the mathematical model of the truncated cylinder, derive the geometric constraints that the equivalent force point of each propulsion mechanism should meet, that is, the length of the line segment intercepted by the end face of the truncated cylinder should be parallel to the axis of the truncated cylinder. Apply the geometric constraints that the intercepted length in the mathematical model of the truncated cylinder should meet to the vector distribution model of the control quantity, and derive the constraint formula that should be satisfied when the end points of the control quantity vectors of each propulsion mechanism are coplanar.

[0022] Step S3: Based on the conversion relationship between the control amount and the thrust to be allocated, the sum of the moments in the x direction of the thrust of each propulsion mechanism is equal to the first target correction moment M x The sum of the moments in the y direction is equal to the second target correction moment M y Solve the unknown quantity in the constraint formula and substitute it into the constraint formula to obtain the calculation formula of the control quantity of each propulsion mechanism with respect to the corresponding lever arm and central angle;

[0023] Step S4: Substitute the force arm and central angle corresponding to each propulsion mechanism in turn, calculate the control amount of each propulsion mechanism, and obtain the balanced control distribution result.

[0024] Furthermore, if the control quantity to be allocated is thrust, in step S2, the geometric constraints that the length of the truncated cylinder in the mathematical model should comply with are mapped to the thrust vector distribution models to obtain the thrust F of the i-th propulsion mechanism when the end points of the thrust vectors are coplanar. i Constraints that must be met:

[0025] Where r i is the force arm corresponding to the equivalent force point of the i-th propulsion mechanism, θ i is the central angle corresponding to the equivalent force point of the i-th propulsion mechanism, α is the direction angle of the projection of the major semi-axis of the elliptical oblique section in the mathematical model of the oblique cylinder on the installation plane, and tanβ represents the inclination of the target plane where the end point of each thrust vector is located.

[0026] Furthermore, in step S3, the sum of the moments in the x direction combined with the thrust of each propulsion mechanism is equal to the first target correction moment M x The sum of the moments in the y direction is equal to the second target correction moment M y The equivalent relationship is written as follows:

[0027] Right now:

[0028] make:

[0029] The solution is:

[0030] Furthermore, if the control quantity to be allocated is oil pressure, in step S1, the conversion relationship between the control quantity and thrust is: F i =K i P i , where F i is the thrust of the i-th propulsion mechanism, K i is the thrust-oil pressure conversion coefficient of the i-th propulsion mechanism, P i is the oil pressure of the i-th propulsion mechanism.

[0031] Furthermore, in step S2, the geometric constraints that the length of the truncated cylinder in the mathematical model should meet are mapped to the oil pressure vector distribution models to obtain the constraints that the oil pressure of the i-th propulsion mechanism should meet when the end points of the oil pressure vectors are coplanar: Where r i is the force arm corresponding to the equivalent force point of the i-th propulsion mechanism, θ i is the central angle corresponding to the equivalent force point of the i-th propulsion mechanism, α is the direction angle of the projection of the major semi-axis of the elliptical oblique section in the mathematical model of the oblique cylinder on the installation plane, and tanβ represents the inclination of the target plane where the end point of each control vector is located.

[0032] Furthermore, in step S3, according to the conversion relationship between the control amount and the thrust to be allocated, the sum of the moments of the thrusts of the propulsion mechanisms in the x direction is equal to the first target correction moment M x The sum of the moments in the y direction is equal to the second target correction moment M y The equivalent relationship is written as follows:

[0033] Right now:

[0034] make:

[0035] The solution is:

[0036] The present invention has the following beneficial effects:

[0037] 1. The intelligent balanced distribution method of the control amount of multiple propulsion mechanisms in a plane distribution of the present invention distributes the control amount of n propulsion mechanisms of the shield machine so that the n control amounts meet the given target total thrust F t , the first target correction torque M x And the second target correction torque M yAt the same time, the distribution of n control quantities conforms to the requirement of balance in geometric space, that is, the end points of all control quantity vectors are coplanar, so that the control quantity gradients of each propulsion mechanism after distribution are uniform and the optimal distribution result is obtained.

[0038] 2. In the control quantity distribution result obtained by the intelligent balanced distribution method of control quantities of planar distributed multiple propulsion mechanisms of the present invention, the thrust difference between adjacent propulsion mechanisms is smaller, which can effectively reduce the bending moment of the thrust acting object at the thrust intersection, thereby reducing damage to equipment and facilities and extending service life.

[0039] 3. The method for intelligent balanced distribution of control quantities of planar distributed multiple propulsion mechanisms of the present invention accurately and efficiently obtains the optimal control quantity distribution result through theoretical calculation. It is suitable for equipment such as rockets that rely solely on multiple groups of vertical jet propulsion engines to control direction, hydraulic presses driven by multiple cylinders, and shield machines propelled by multiple cylinders. It can provide a basis for the balanced distribution of control quantities in engineering applications and lay a technical foundation for automatic / intelligent control of equipment posture. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] FIG1 is a flow chart of a method for intelligently and evenly distributing control quantities of planarly distributed multi-propulsion mechanisms in Example 1 of the present invention;

[0041] FIG2 is a schematic diagram of the shield machine partition distribution in Example 1 of the present invention;

[0042] FIG3 is a schematic diagram of a mathematical model of a truncated cylinder in Example 1 of the present invention;

[0043] FIG4 is a simulation diagram of the thrust vector spatial distribution in Example 1 of the present invention;

[0044] FIG5 is a simulation diagram of the thrust distribution effect in Example 1 of the present invention;

[0045] FIG6 is a simulation diagram of the oil pressure vector spatial distribution in Example 1 of the present invention;

[0046] FIG7 is a simulation diagram of the oil pressure distribution effect in Example 1 of the present invention;

[0047] FIG8 is a schematic diagram of the shield machine partition distribution in Example 2 of the present invention;

[0048] FIG9 is a schematic diagram of a mathematical model of a truncated cylinder in Example 2 of the present invention;

[0049] 10 is a simulation diagram of the spatial distribution of the control quantity vector in Example 2 of the present invention;

[0050] 11 is a simulation diagram of the control amount distribution effect in Example 2 of the present invention;

[0051] FIG12 is a simulation diagram of the oil pressure vector spatial distribution in Example 2 of the present invention;

[0052] FIG13 is a simulation diagram of the oil pressure distribution effect in Example 2 of the present invention. DETAILED DESCRIPTION

[0053] In order to make the technical means, creative features, objectives and effects achieved by the present invention easy to understand, the following embodiments and the accompanying drawings specifically illustrate the method for intelligent balanced distribution of control quantities of planar distributed multi-propulsion mechanisms of the present invention.

[0054] <Example 1>

[0055] As shown in FIG1 , the method for intelligently and evenly distributing the control amount of the planar distributed multi-propulsion mechanism of this embodiment includes the following steps:

[0056] Step S1: Determine the number of propulsion mechanisms n, establish an xOy coordinate system with any point as the origin O in the distribution area of ​​the equivalent force points of the n propulsion mechanisms, and any direction as the x direction and the direction perpendicular to the x direction as the y direction in the installation plane of the propulsion mechanism, obtain the lever arm and central angle of the equivalent force point of each propulsion mechanism relative to the origin O, and determine the first target correction torque M of all propulsion mechanisms relative to the origin O. x , the second target correction torque M y , the target total thrust F t and the conversion relationship between the control amount to be allocated and the thrust;

[0057] Step S2: Using the mathematical model of the truncated cylinder, derive the geometric constraints that the equivalent force point of each propulsion mechanism should meet, that is, the length of the line segment intercepted by the end face of the truncated cylinder should be parallel to the axis of the truncated cylinder. Apply the geometric constraints that the intercepted length in the mathematical model of the truncated cylinder should meet to the vector distribution model of the control quantity, and derive the constraint formula that should be satisfied when the end points of the control quantity vectors of each propulsion mechanism are coplanar.

[0058] Step S3: Based on the conversion relationship between the control amount and the thrust to be allocated, the sum of the moments in the x direction of the thrust of each propulsion mechanism is equal to the first target correction moment M x The sum of the moments in the y direction is equal to the second target correction moment M y Solve the unknown quantity in the constraint formula and substitute it into the constraint formula to obtain the calculation formula of the control quantity of each propulsion mechanism with respect to the corresponding lever arm and central angle;

[0059] Step S4: Substitute the force arm and central angle corresponding to each propulsion mechanism in turn, calculate the control amount of each propulsion mechanism, and obtain the balanced control distribution result.

[0060] Furthermore, in step S1, to facilitate calculation, a targeted solution can be performed on equivalent force points that conform to a specific distribution law to establish the origin, for example:

[0061] a. Control target method: First, determine the equivalent force application point of each actuator. Based on the control requirements or mechanical characteristics of the manipulated object, select the center point on the dynamic plane as the origin of the coordinate system.

[0062] b. Average value method - randomly establish a coordinate system, obtain the coordinates of each equivalent force point in the coordinate system, and take the average value of each point as the coordinate origin.

[0063] c. Special Shape Method - If there is no clear center point, and the equivalent force points have a distinct geometric distribution, the specific equation of the shape can be obtained through data fitting, and its geometric center, such as the centroid and center of gravity, can be calculated as the origin of the coordinate system. For example, if the equivalent force points follow a circular or concentric circle distribution, the center of the circle can be used as the origin of the coordinate system through circle fitting.

[0064] d. Fermat point method - by solving the coordinates of the point in the plane with the smallest sum of distances from all equivalent force points (Fermat point), the coordinate system is established with this point as the origin.

[0065] In addition, in practical applications, the coordinate axis direction that conforms to usage habits can also be established based on actual control requirements or the coordinate system of the control object itself.

[0066] The present invention's method for intelligently balancing control variable distribution for multiple propulsion mechanisms in a planar distribution targets a propulsion system comprising multiple propulsion mechanisms with corresponding equivalent force points non-collinearly distributed within an installation plane. The thrust directions of all propulsion mechanisms are perpendicular to the installation plane, and the endpoints of the control variable vectors for each propulsion mechanism are coplanar, meaning that the control variable distribution meets the balance requirement. This embodiment uses the propulsion system of a shield machine as an example for detailed description.

[0067] As shown in Figures 2 and 3, the shield machine propulsion system consists of multiple zones with equivalent force points distributed nonlinearly within a plane. Each zone includes several parallel groups of propulsion cylinders. Each zone is considered a propulsion mechanism, and the oil pressure in each zone can be adjusted individually (i.e., the direct control variable), thereby adjusting the thrust of that zone (i.e., the indirect control variable).

[0068] In this embodiment, since the installation plane of the shield machine's propulsion cylinder group is a circular surface perpendicular to the thrust direction, the resultant torque generated by all propulsion cylinder groups is usually described by horizontal correction torque and vertical correction torque according to usage habits. Therefore, a coordinate system is established with the observer facing the excavation direction, with the center O1 of the propulsion cylinder installation plane (that is, the center of the circular surface) as the origin O, the positive direction of the y-axis is the center O1 pointing to the zenith direction directly above (vertical direction), and the positive direction of the x-axis is perpendicular to the y-axis and points to the right (horizontal direction).

[0069] Assuming that the number of propulsion mechanisms, i.e. the number of shield machine partitions, is n (n ≥ 3), the force arm corresponding to the equivalent force point (the root center of the cylinder group) of the i-th partition of the shield machine is r i ; The thrust F of the i-th partition on the shield machine i The total thrust F that is expected to be achieved t Relationship satisfaction The target correction torques that all propulsion mechanisms expect to achieve in the horizontal direction (i.e., x direction) and the vertical direction (i.e., y direction) are the first target correction torque M x , the second target correction torque M y The conversion relationship between the direct control volume partition oil pressure and the indirect control volume partition thrust is: F i =K i P i =n i KP i , where F i is the thrust of the ith partition, P i is the oil pressure of the ith partition, K i is the thrust-oil pressure conversion coefficient of the ith partition, n i is the number of cylinder groups in the i-th partition, and K is the thrust-oil pressure conversion coefficient of a single cylinder group. In practical applications, the K value is determined according to the configuration of the shield machine hydraulic system, and K=F max / P max , F max The oil pressure of a single group of cylinders reaches the maximum value P max corresponds to the maximum thrust that can be achieved.

[0070] Based on the xOy coordinate system, a z-axis is established, with its direction aligned with the thrust direction. A truncated cylinder model is constructed with O1, the center of the shield machine's thrust cylinder mounting plane, as the center of the reference circle. The distance R from the equivalent force point of the partition (thrust mechanism) farthest from center O1 to the center of the circle is the reference circle radius. The target plane, where the vertex of the control vector corresponding to each partition (thrust mechanism) lies, is the oblique section. The center of the ellipse formed by the intersection of the circular surface and the target plane is denoted as O2. The highest point of the truncated cylinder is denoted as C. The generatrix passing through point C intersects circle O1 at point B. Plane O1O2CB is the symmetry plane of the truncated cylinder. The angle between this plane and the positive x-axis is denoted as α, which is the angle of the projection O1B of the major semi-axis O2C of the elliptical oblique section in the mathematical model of the truncated cylinder onto the mounting plane. β is the angle between the elliptical surface O2 and the circular surface O1 of the truncated cylinder. The equivalent force point of any partition (propulsion mechanism) within the reference circle O1 is denoted as I. The straight line IJ, which is parallel to the axis of the oblique cylinder, intersects the elliptical surface at point J. A ray is drawn from point O1 through point I and intersects the circle O1 at point A. The angle between ray O1A and the positive direction of the X-axis is θ. iDraw a straight line AG from point A that is parallel to the axis of the oblique cylinder and intersects the elliptical surface at point G. Draw a line segment JK from J that is parallel to O2D and intersects AG at K.

[0071] By analogy, we can obtain the corresponding relationship between the mathematical model of the truncated cylinder and the vector distribution model of the control quantity of each partition (propulsion mechanism): the size of the control quantity allocated to each partition (propulsion mechanism) is equal to the length of the line segment at the corresponding equivalent force point position parallel to the axis of the truncated cylinder and intercepted by the end face of the truncated cylinder. i is the distance from the equivalent force point of the i-th partition (propulsion mechanism) to the center of the circle O1, that is, the force arm of the i-th partition (propulsion mechanism); θ i is the central angle corresponding to the equivalent force point of the i-th partition (propulsion mechanism), and tanβ represents the inclination of the target plane where the end point of the control vector of each partition (propulsion mechanism) is located.

[0072] In Figure 3, |AG|=|AD|+|DG|, where |AD|=|O1O2|. It can be seen that if the line segment O1O2 is known, the length of the line segment DG can be solved to find the length of AG. Since the plane O1O2CB is perpendicular to the circular end face and the elliptical end face of the oblique cylinder, and the planes AHFG, O1O2CB, and the plane where the circle O1 is located are perpendicular to each other, the quadrilateral AHFG is a rectangle. It can be further seen that the quadrilateral DEFG is also a rectangle, so |DG|=|EF|. The length of the line segment EF can be solved in △EO2F according to the formula |EF|=|O2E|·tanβ. In the rectangle O1O2EH, |O2E|=|O1H|, and the length of the line segment O1H can be solved in △O1HA according to the formula |O1H|=|O1A|·cos(θ i -α) solution. Therefore, it can be deduced that the geometric constraint that the length of the oblique cylinder generatrix AG should satisfy is: |AG|=|O1O2|+R·cos(θ i -α)·tanβ.

[0073] It is easy to see that |IJ|=|AK|=|AG|-|GK|. Let ∠GJK=∠GO2D=γ, then in the right angle ΔGJK and the right angle ΔGO2D: |GK|=|JK|·tanγ. In rectangle AIJK, |JK|=|AI|=Rr i , so |GK|=(Rr i )·cos(θ i -α)·tanβ.

[0074] Since it has been deduced that |AG|=|O1O2|+R·cos(θ i -α)·tanβ, then: |IJ|=|AG|-(Rr i )·cos(θ i-α) = |O1O2| + R·cos(θ i -α)·tanβ-(Rr i )·cos(θ i -α)·tanβ.=|O1O2|+r i ·cos(θ i -α)·tanβ

[0075] From this, we can know that for a certain obliquely cut cylinder, the length of the line segment IJ between the generatrix AG and the axis O1O2 and parallel to the axis O1O2 and intercepted by the end face should satisfy the following geometric constraints: i =|IJ|=|O1O2|+r i ·cos(θ i -α)·tanβ.

[0076] The geometric constraints that the length of the truncated line in the mathematical model of the truncated cylinder should meet are mapped to the control quantity vector distribution model, and the constraints that the control quantities corresponding to each propulsion mechanism should meet are derived when the end points of each control quantity vector are coplanar.

[0077] Specifically, if the control quantity to be allocated is the shield machine partition thrust, the partition (propulsion mechanism) thrust size is matched with the section length of the equivalent force point position of the partition (propulsion mechanism), and the sum of the thrusts of each partition (propulsion mechanism) is equal to the target total thrust. Assuming that the reference thrust F b It is a virtual vector that is consistent with the thrust vector direction of each partition (propulsion mechanism). Its starting point is at the origin O, and its end point is at the center O2 of the elliptical oblique section where the thrust vector of each partition (propulsion mechanism) is located. It has F in numerical value. t =L t 、F b =|O1O2|, then the thrust corresponding to each partition (propulsion mechanism) should satisfy the constraint condition: F i =F b +r i ·cos(θ i -α)·tanβ.

[0078] Further deduction shows that the sum of the lengths of the n equivalent force points of the cross-zone (propulsion mechanism) is L t It can be expressed as: From this, we can get the relationship between the length of the oblique section of the cylinder axis and the sum of the lengths of the sections at the equivalent force points of each partition (propulsion mechanism):

[0079] The geometric constraints that the sum of the axis length in the mathematical model of the oblique truncated cylinder and the length of the truncated line at the equivalent force point of each partition (propulsion mechanism) should meet are matched to the thrust vector distribution model, and the reference thrust is The constraints that the partition thrust corresponding to each partition (propulsion mechanism) should satisfy are specified as follows:

[0080] Furthermore, the sum of the torques in the x direction combined with the thrust of each propulsion mechanism is equal to the first target correction torque M x The sum of the moments in the y direction is equal to the second target correction moment M y The equivalent relationship is written as follows:

[0081] Right now:

[0082] make:

[0083] The above formula can be transformed into:

[0084] The solution is:

[0085] Further we can get:

[0086] Substitute the solved ɑ and tanβ into the constraint formula to obtain the thrust F of the i-th propulsion mechanism i About the variable r i and θ i Finally, all the partitions (propulsion mechanisms) corresponding to r i and θ i Substituting the numerical values ​​into the calculation formula, the final thrust balance distribution result can be obtained.

[0087] If the control quantity to be allocated is the shield machine zone oil pressure, similarly, the zone oil pressure is matched with the length of the section line at the equivalent force point of the zone, then P i =P b +r i ·cos(θ i -α)·tanβ, where the reference oil pressure P b It is a virtual vector that is consistent with the direction of the oil pressure vector of each partition. Its starting point is located at the origin O, and its end point is located at the center O2 of the elliptical oblique section where the end point of the oil pressure vector of each partition is located.

[0088] According to the fact that the sum of the thrusts of each partition (propulsion mechanism) is equal to the target total thrust, we can obtain:

[0089] Solve for the reference oil pressure:

[0090] The constraints that the oil pressure of each partition (propulsion mechanism) should meet are specifically as follows:

[0091] Furthermore, according to the conversion relationship between the control amount and the thrust to be allocated, the sum of the moments of the thrusts of the propulsion mechanisms in the x direction is equal to the first target correction moment M x The sum of the moments in the y direction is equal to the second target correction moment M y The equivalent relationship is written as follows:

[0092] Right now:

[0093] make:

[0094] but

[0095] Further, we get:

[0096] Substitute the solved ɑ and tanβ into the constraint formula to obtain the oil pressure P of the i-th propulsion mechanism i About the variable r i and θ i Finally, all the partitions (propulsion mechanisms) corresponding to r i and θ i Substituting the numerical values ​​into the calculation formula, the final oil pressure balanced distribution result can be obtained.

[0097] To verify the thrust distribution effectiveness of this method, a simulation experiment was conducted. Taking a 9-meter-class shield machine as an example, the shield machine propulsion system contains 19 groups of cylinders, each group consisting of two cylinders physically connected to the top of the cylinder telescopic rods via grippers. The thrust-to-oil pressure conversion coefficient for each cylinder group is K = 2*(2000-0) / (35-0), in kN / MPa. The parameters of the 19 groups of cylinders are shown in the table:

[0098] The 19 groups of oil cylinders are divided into 6 zones (i.e. the number of propulsion mechanisms n = 6). The corresponding parameters of each zone are as follows:

[0099] Based on the above parameters, the total thrust F t=22489 kN, the first target correcting torque Mx = -13493.4 kN·m, and the second target correcting torque My = -17991.2 kN·m as the target values ​​for thrust balance distribution. The distribution results are simulated, and the simulation results of the thrust vector spatial distribution are shown in Figure 4. The corresponding thrust values ​​for the six partitions are: 4919.48888452, 3395.03913367, 2130.24713472, 2483.48168012, 4238.45631465, and 5322.28685232, respectively, in kN. The distribution results were verified by calculation: the sum of the thrusts for each partition was 22489.0 kN, equal to the target total thrust. Multiplying each partition's thrust by the corresponding equivalent force point coordinates yielded the corresponding horizontal and vertical corrective moments of -13493.400000000005 kN·m and 17991.19999999999 kN·m, respectively, meeting the first and second target corrective moments. (Minor errors due to loss of precision during computer calculations can be ignored.) The partitioned thrust distribution direction angle is -0.74906724, the moment direction angle is -0.64350111, and the plane inclination angle is -1.57304871, all in rad.

[0100] With a radius of 1m, the equivalent force application point of the total thrust circles around the center of the propulsion cylinder installation plane. The corresponding corrective torque changes with the equivalent force application point, which can be calculated by the following formula:

[0101] Correction torque Where ω∈(0,2π), r=1m.

[0102] The thrust distribution is performed by taking the total thrust and the correcting torque corresponding to each point as the target value, and the simulation results are shown in Figure 5. It can be seen that the center of force moves along the circumference while the total thrust remains unchanged, and the distribution result meets the target total thrust F t According to the distribution results, the torque and target correction torque M are calculated. x 、M y Therefore, according to the simulation results, it can be verified that the intelligent balanced distribution method of the control amount of the plane-distributed multi-propulsion mechanism of the present invention can meet the thrust distribution requirements.

[0103] To verify the effectiveness of this method's oil pressure distribution, a simulation experiment was conducted: Using the same shield machine configuration parameters and distribution targets as in the thrust simulation experiment of this embodiment, oil pressure was evenly distributed. The distribution results are simulated, and the spatial distribution of oil pressure vectors is shown in Figure 6. The corresponding oil pressures for the six partitions were 14.70446043, 9.92416454, 5.53585978, 6.14874373, 11.68480322, and 15.54530372, respectively, in MPa. The distribution results were verified by calculation: the sum of the thrust in each partition was 22489.0 kN, equal to the target total thrust. By multiplying the thrust in each partition by the coordinates of the corresponding equivalent force point, the corresponding horizontal and vertical correction moments were -13493.400000000001 kN·m and 17991.2 kN·m, respectively, meeting the target correction moments. The oil pressure distribution direction angle is -0.65755251, the torque direction angle is -0.64350111, and the plane inclination angle is -2.17688829, all in rad.

[0104] With a radius of 1m, the equivalent force application point of the total thrust circles around the center of the propulsion cylinder installation plane. The corresponding corrective torque changes with the equivalent force application point, which can be calculated by the following formula:

[0105] Correction torque Where ω∈(0,2π), r=1m.

[0106] The total thrust and correcting torque corresponding to each point are used as target values ​​for zone oil pressure distribution, and the simulation results are shown in Figure 7. It can be seen that the center of force moves along the circumference while the total thrust remains unchanged, and the distribution result meets the target total thrust F t According to the distribution results, the torque and target correction torque M are calculated. x 、M y Therefore, according to the simulation results, it can be verified that the intelligent balanced distribution method of the control amount of the plane-distributed multi-propulsion mechanism of the present invention can meet the oil pressure distribution requirements.

[0107] <Example 2>

[0108] In actual engineering applications, there is often a situation where the equivalent force points of the shield machine partitions are non-uniformly distributed along the circumference, which is a special case of the non-collinear distribution of the corresponding equivalent force points of multiple propulsion mechanisms in the installation plane in Example 1. For example: in the thrust system of the shield machine, individual propulsion cylinders cannot work normally due to equipment failure or the propulsion function of individual cylinders is manually canceled, or when the shield machine is synchronously excavating, it is necessary to retract the cylinders corresponding to the positions of the segments to be assembled. When some cylinders cannot provide propulsion, the remaining working cylinders with independently adjustable oil pressure are in a non-uniform distribution state along the circumference of the shield machine. In addition, there may be situations where the working cylinder groups with independently adjustable oil pressure are non-uniformly distributed due to the addition of additional cylinder groups. In the case where the working cylinders with independently adjustable oil pressure are non-uniformly distributed along the circumference of the shield machine, if you want to continue excavation while ensuring construction safety, you need to evenly distribute the oil pressure / thrust of all working cylinders to maintain the established total thrust and correction torque for excavation construction.

[0109] Based on Example 1, this Example 2 further explains the control amount distribution process in the special case where the propulsion mechanism is non-uniformly distributed along the circumference.

[0110] As shown in Figure 8, in this embodiment, the shield machine's propulsion system includes multiple propulsion cylinder groups with equivalent force points within the mounting plane distributed at equal angles on the same circumference. Some of these cylinder groups lack propulsion functionality and do not participate in thrust balance distribution. The remaining cylinder groups are working cylinder groups capable of normal propulsion. Therefore, the equivalent force points of all working cylinder groups are unevenly distributed in the circumferential direction. Each working cylinder group is a partition (i.e., a propulsion mechanism) with independently adjustable oil pressure. The thrust direction of each partition (propulsion mechanism) is perpendicular to the mounting plane.

[0111] In step S1, first determine the number n of actual working partitions (propulsion mechanisms) corresponding to the working cylinder group and the radius R of the circle where the equivalent force points of each partition (propulsion mechanism) are located, and then establish the xOy coordinate system with the center of the circle as the origin O. In the actual shield machine propulsion system, the installation plane is usually a circular surface, and the center of the circle where the equivalent force points of each partition are located coincides with the center of the installation plane O1. Determine the central angle corresponding to the equivalent force points of each partition (propulsion mechanism), the force arm r of the equivalent force points of each partition (propulsion mechanism) relative to the origin O i is the radius R of the circle where the equivalent force point of each partition (propulsion mechanism) is located. Further determine the first target correction torque M of all partitions (propulsion mechanisms) relative to the origin O x and the second target correction torque M y , the target total thrust F t And the conversion relationship between the control amount that needs to be allocated and the thrust.

[0112] In step S2, the constraint relationship of the mathematical model of the truncated cylinder is used to establish the constraint conditions of the control quantity of each partition (propulsion mechanism) under the condition that the end points of the control quantity vectors of each partition (propulsion mechanism) are coplanar.

[0113] Specifically, as shown in Figure 9, similar to Example 1, the circle O1 (located within the installation plane) containing the equivalent force points of each shield machine section (propulsion mechanism), the ellipse O2 (located within the target plane) formed by the control quantity vectors of each section (propulsion mechanism), and the vector vertices can also be abstracted as a truncated cylinder. The points, lines, and angles in the truncated cylinder model of Example 2 corresponding to those in Example 1 are represented by the same names and will not be repeated here. Since in Example 1, the center O1 of the shield machine propulsion cylinder installation plane is used as the center of the reference circle, and the distance R from the equivalent force point of the partition (propulsion mechanism) farthest from the center O1 to the center of the circle is used as the reference circle radius of the truncated cylinder model, the size of the control amount in Example 1 corresponds to the length of the line segment at the equivalent force point in the truncated cylinder that is parallel to the axis of the truncated cylinder and intercepted by the end face of the truncated cylinder; while in this Example 2, the distance between the equivalent force point of each partition (propulsion mechanism) and the center O1 is R, so the size of the control amount corresponds to the length of the busbar (which can also be regarded as a cutoff line at a special position) at the equivalent force point in the truncated cylinder model.

[0114] Taking any busbar AG as an example, we derive the geometric constraints that the busbar length complies with when its vertices are coplanar. In Figure 9, |AG| = |AD| + |DG|, where |AD| = |O1O2|, we can see that if the line segment O1O2 is known, we only need to find the length of line segment DG to calculate the length of AG.

[0115] Since plane O1O2CB is perpendicular to the circular and elliptical end faces of the oblique truncated cylinder, and planes AHFG, O1O2CB, and the plane containing circle O1 are perpendicular to each other, quadrilateral AHFG is a rectangle. Furthermore, quadrilateral DEFG is also a rectangle, so |DG| = |EF|. The length of line segment EF can be found within △EO2F using the equation |EF| = |O2E|·tanβ. In rectangle O1O2EH, |O2E| = |O1H|, and the length of line segment O1H can be found within △O1HA using the equation |O1H| = |O1A|·cos(θ i -α) solution.

[0116] Therefore, it can be deduced that the geometric constraint that any generatrix length AG in the mathematical model of the oblique cylinder should satisfy is: i =|AG|=|O1O2|+R·cos(θ i -α)·tanβ.

[0117] Assume that the angle of the actual action zone (propulsion mechanism) is θ iThe sum of the lengths of the n corresponding busbars is L, which corresponds to the central angle of the busbar at the corresponding position of the oblique cylinder. t It can be expressed as:

[0118] Therefore, it can be deduced that in the mathematical model of the oblique truncated cylinder, the lengths of the generatrix and axis segments that are unevenly distributed along the circumference satisfy:

[0119] If the control quantity to be allocated is the shield machine partition thrust, the geometric constraints that the truncated cylinder busbar length in the truncated cylinder mathematical model should meet are mapped to the thrust vector distribution model of each partition (propulsion mechanism), and it is derived that when the thrust vector endpoints of each partition (propulsion mechanism) are coplanar, the thrust F of each partition (propulsion mechanism) is i The constraints that must be satisfied are: i =F b +R·cos(θ i -α)·tanβ,

[0120] The relationship between the length of the truncated cylinder axis segment in the mathematical model of the truncated cylinder and the sum of the lengths of the generatrix of the equivalent force points in each partition is matched to the thrust vector distribution model of each partition (propulsion mechanism), and the reference thrust is derived.

[0121] Further increase the reference thrust F b Substitute F i The constraint formula can be obtained:

[0122] Furthermore, the sum of the thrust moments of each partition (propulsion mechanism) in the x direction is equal to the first target correction moment M x The sum of the moments in the y direction is equal to the second target correction moment M y The equivalent relationship is listed as follows:

[0123] Right now:

[0124] make:

[0125] The solution is:

[0126] Further we can get:

[0127] Substitute the solved ɑ and tanβ into the constraint formula to obtain the thrust F of the i-th propulsion mechanism i About the variable θ i Finally, all partitions (propulsion mechanisms) corresponding to θ are calculated in turn. iSubstituting the numerical values ​​into the calculation formula, the final thrust balance distribution result can be obtained.

[0128] If the control quantity to be allocated is the shield machine zone oil pressure, similarly, the zone oil pressure is matched with the busbar length of the equivalent force point position of the zone, then P i =P b +R·cos(θ i -α)·tanβ,

[0129] According to the fact that the sum of the thrusts of each partition (propulsion mechanism) is equal to the target total thrust, we can obtain:

[0130] Solve for the base area pressure Then the constraints of the zone oil pressure are concretized as follows:

[0131] Furthermore, according to the conversion relationship between the control amount and the thrust to be allocated, the sum of the moments of the thrusts of the propulsion mechanisms in the x direction is equal to the first target correction moment M x The sum of the moments in the y direction is equal to the second target correction moment M y The equivalent relationship is written as follows:

[0132] Right now:

[0133] make:

[0134] but:

[0135] Further, we get:

[0136] Substitute the solved ɑ and tanβ into the constraint formula to obtain the oil pressure P of the i-th propulsion mechanism i About the variable θ i Finally, all partitions (propulsion mechanisms) corresponding to θ are calculated in turn. i Substituting the numerical values ​​into the calculation formula, the final oil pressure balanced distribution result can be obtained.

[0137] To verify the effectiveness of thrust balance control and distribution, a simulation experiment was conducted. Taking a 9-meter-class shield machine as an example, the shield machine propulsion system consists of 19 groups of cylinders, each group consisting of two cylinders physically connected to the top of the cylinder telescopic rods via grippers. The thrust-to-oil pressure conversion coefficient for each cylinder group is K = 2*(2000-0) / (35-0), in kN / MPa. The parameters of the 19 groups of cylinders are shown in the table:

[0138] The oil pressure of each cylinder group can be adjusted separately. The 9th and 10th cylinder groups are disabled, and the remaining cylinders work normally. The number of propulsion mechanisms n = 17. t =22489kN, first target correction torque M x =-13493.4kN·m and the second target correction torque M y =-17991.2kN·m is used as the target value for partitioned thrust distribution, and the distribution results are simulated. The thrust vector spatial distribution simulation results are shown in Figure 10. The thrust values ​​corresponding to the 17 groups of working cylinders (groups 9 and 10 failed) are: 1557.59682853, 1425.78328952, 1279.47983521, 1134.54071501, 1006.67233155, 909.73120826, 854.22242005, 846.161205 42,886.42112208,1230.67093162,1378.30576558,1516.59561065,1630.55461633,1707.83355609,1740.05805771,1723.73609642,1660.63640998, unit is kN. The distribution results were verified by calculation: the sum of the thrust for each partition was 22489.0 kN, equal to the target total thrust. Multiplying each partition's thrust by the corresponding equivalent force point coordinates yielded the corresponding horizontal and vertical corrective moments of -13493.399999999996 kN·m and 17991.200000000004 kN·m, respectively, meeting the target corrective moments. The partitioned thrust distribution direction angle was -0.93747387, the moment direction angle was -0.64350111, and the plane inclination angle was -1.57960015, all in rad.

[0139] With a radius of 1m, the equivalent force application point of the total thrust circles around the center of the propulsion cylinder installation plane. The corresponding corrective torque changes with the equivalent force application point, which can be calculated by the following formula:

[0140] Correction torque Where ω∈(0,2π), r=1m.

[0141] The thrust distribution is performed by taking the total thrust and the correcting torque corresponding to each point as the target value, and the simulation results are shown in Figure 11. It can be seen that the center of force moves along the circumference while the total thrust remains unchanged, and the distribution result meets the target total thrust F t According to the distribution results, the torque and target correction torque M are calculated. x 、M yTherefore, according to the simulation results, it can be verified that the intelligent balanced distribution method of the control amount of the plane-distributed multi-propulsion mechanism of the present invention can meet the thrust distribution requirements.

[0142] To verify the oil pressure distribution effect of this method, a simulation experiment was conducted: the oil pressure was evenly distributed using the same shield machine configuration parameters and distribution targets as in the thrust simulation experiment of this embodiment, and the distribution results were simulated. The simulation results of the oil pressure vector spatial distribution are shown in Figure 12. The oil pressures corresponding to the 17 partitions are: 13.62897225, 12.47560378, 11.19544856, 9.92723126, 8.8083829, 7.96014807, 7.47444618, 7.40391055, 7.75618482, 10.76837065, 12.06017545, 13.27021159, 14.26735289, 14.94354362, 15.225508, 15.08269084, 14.53056859, in MPa. The distribution results were verified by calculation: the sum of the thrust in each zone was 22489.0 kN, equal to the target total thrust. Multiplying each zone's thrust by the corresponding equivalent force point coordinates yielded the corresponding horizontal and vertical corrective moments of -13493.400000000001 kN·m and 17991.200000000004 kN·m, respectively, meeting the target corrective moments. The oil pressure distribution direction angle was -0.93747387, the torque direction angle was -0.64350111, and the plane inclination angle was -2.35927382 (all units are rad).

[0143] With a radius of 1m, the equivalent force application point of the total thrust circles around the center of the propulsion cylinder installation plane. The corresponding corrective torque changes with the equivalent force application point, which can be calculated by the following formula:

[0144] Correction torque Where ω∈(0,2π), r=1m.

[0145] The total thrust and correcting torque corresponding to each point are used as target values ​​to distribute the oil pressure in different zones. The simulation results are shown in Figure 13. It can be seen that the center of force moves along the circumference while the total thrust remains unchanged. The distribution result meets the target total thrust F t According to the distribution results, the torque and target correction torque M are calculated. x 、M y Therefore, according to the simulation results, it can be verified that the intelligent balanced distribution method of the control amount of the plane-distributed multi-propulsion mechanism of the present invention can meet the oil pressure distribution requirements.

[0146] In summary, the method for intelligent and balanced distribution of control quantities of planar distributed multiple propulsion mechanisms of the present invention distributes the thrust of each propulsion mechanism under the premise of a given target total thrust and a target correction torque, and derives it using a geometric model. Under the constraint that the end points of the control quantity vectors of each propulsion mechanism are located in the same plane of three-dimensional space, a single and definite partitioned control quantity distribution result is obtained, so that the thrust gradient of each propulsion mechanism after distribution is uniform, which is beneficial to improving the safety and stability of the equipment during operation, has a high value of promotion and application, and can lay a technical foundation for automatic / intelligent control of the posture of mechanical equipment in the fields of tunnel construction, aerospace, hydraulic equipment, etc.

[0147] The above embodiments are preferred cases of the present invention and are not intended to limit the scope of protection of the present invention. In Examples 1 and 2, the thrust / oil pressure distribution of the shield machine propulsion system is performed by the intelligent balanced distribution method of the control quantity of the plane-distributed multi-propulsion mechanism of the present invention. In fact, the present invention can also be applied to rockets that rely solely on multiple sets of vertical jet propulsion engines to control the direction, hydraulic presses driven by multiple cylinders, etc., and the conversion relationship between the control quantity to be distributed (such as fuel flow, oil pressure, etc.) and the thrust is clearly defined. The distribution result that meets the target total thrust, target torque and balance requirements can also be smoothly calculated.

Claims

1. A method for intelligent balanced distribution of control quantities of multiple propulsion mechanisms distributed in a plane, which is used to balance the control quantities of multiple propulsion mechanisms whose equivalent force points are not collinear in an installation plane, wherein the thrust directions of the propulsion mechanisms are perpendicular to the installation plane, and is characterized in that: include: Step S1, determine the number of propulsion mechanisms n, take any point in the distribution area of ​​the equivalent force points of the n propulsion mechanisms as the origin O, take any direction in the propulsion mechanism installation plane as the x direction, and the direction perpendicular to the x direction as the y direction, establish an xOy coordinate system, obtain the force arm and central angle of the equivalent force point of each propulsion mechanism relative to the origin O, and determine the first target correction torque M of all propulsion mechanisms relative to the origin O x , the second target correction torque M y 、Total control quantity F t and the conversion relationship between the control amount to be allocated and the thrust; Step S2: using the mathematical model of the truncated cylinder, deriving the geometric constraints that the length of the line segment that is parallel to the axis of the truncated cylinder and intercepted by the end face of the truncated cylinder should meet, and corresponding the geometric constraints that the length of the intercept in the mathematical model of the truncated cylinder should meet to the vector distribution model of the control quantity, and deriving the constraint formula that should be satisfied when the end points of the control quantity vectors of each propulsion mechanism are coplanar; Step S3: Based on the conversion relationship between the control amount and the thrust to be allocated, the sum of the moments in the x direction of the thrusts of the propulsion mechanisms is equal to the first target deviation correction moment M. x The sum of the moments in the y direction is equal to the second target correction moment M y The unknown quantity in the constraint formula is solved and substituted into the constraint formula to obtain the calculation formula of the control quantity of each propulsion mechanism with respect to the corresponding force arm and central angle; Step S4: Substitute the force arm and center angle corresponding to each propulsion mechanism in turn, calculate the control amount of each propulsion mechanism, and obtain the balanced control distribution result.

2. The method for intelligent balanced distribution of control quantities of planar distributed multi-propulsion mechanisms according to claim 1 is characterized in that: If the control quantity to be allocated is thrust, In step S2, the geometric constraints that the length of the truncated cylinder in the mathematical model should meet are matched to each thrust vector distribution model, and the thrust F of the i-th propulsion mechanism is obtained when the end points of each thrust vector are coplanar. i Constraints that must be met: In the formula, r i is the force arm corresponding to the equivalent force point of the i-th propulsion mechanism, θ i is the central angle corresponding to the equivalent force point of the i-th propulsion mechanism, α is the direction angle of the projection of the major semi-axis of the elliptical oblique section in the mathematical model of the oblique cylinder in the installation plane, and tanβ represents the inclination of the target plane where the end point of each thrust vector is located.

3. The method for intelligent balanced distribution of control quantities of planar distributed multi-propulsion mechanisms according to claim 2 is characterized in that: In step S3, the sum of the moments in the x direction combined with the thrust of each propulsion mechanism is equal to the first target correction moment M x The sum of the moments in the y direction is equal to the second target correction moment M y The equivalent relationship is written as follows: Right now: make: Solved 4. The method for intelligent balanced distribution of control quantities of planar distributed multi-propulsion mechanisms according to claim 1 is characterized in that: If the control quantity to be allocated is oil pressure, In step S1, the conversion relationship between the control amount and the thrust is: F i =K i P i , In the formula, F i is the thrust of the ith propulsion mechanism, K i is the thrust-oil pressure conversion coefficient of the ith propulsion mechanism, P i is the oil pressure of the i-th propulsion mechanism.

5. The method for intelligent balanced distribution of control quantities of planar distributed multi-propulsion mechanisms according to claim 4 is characterized in that: In step S2, the geometric constraints that the length of the truncated cylinder in the mathematical model should meet are matched to each oil pressure vector distribution model, and the constraints that the oil pressure of the i-th propulsion mechanism should meet when the end points of each oil pressure vector are coplanar are obtained: In the formula, r i is the force arm corresponding to the equivalent force point of the i-th propulsion mechanism, θ i is the central angle of the equivalent force point of the i-th propulsion mechanism, α is the direction angle of the projection of the major semi-axis of the elliptical oblique section in the mathematical model of the oblique cylinder in the installation plane, and tanβ represents the inclination of the target plane where the end point of each control vector is located.

6. The method for intelligent balanced distribution of control quantities of planar distributed multi-propulsion mechanisms according to claim 5 is characterized in that: In step S3, according to the conversion relationship between the control amount and the thrust to be allocated, the sum of the moments of the thrusts of the propulsion mechanisms in the x direction is equal to the first target correction moment M x The sum of the moments in the y direction is equal to the second target correction moment M y The equivalent relationship is written as follows: Right now: make: The solution is:

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