160 results about "Thrust vectoring" patented technology

The invention discloses a full-process closed-loop quick response satellite collision avoidance method, which comprises the following steps of: 1, observing and acquiring an orbit state of a space object, and then carrying out multi-source data fusion so as to construct a space object database; 2, screening out high-risk collision sources which have the possibility of collision with the own satellite; 3, obtaining a determined high-risk collision source according to the track state historical record of the possible high-risk collision source and the own track state; 4, generating an initial evasion maneuvering scheme, and optimizing the initial evasion maneuvering scheme through a multi-objective optimization algorithm; and obtaining a final evading maneuvering scheme for subsequent execution. And 5, according to the engine startup and shutdown time and the thrust vector contained in the final evasion maneuver scheme, the satellite engine is controlled to work with the specified thrust vector within the given startup and shutdown time, and collision evasion maneuver is executed. Compared with a conventional method, the method has the advantage that the response speed is higher.

The invention relates to the technical field of ship power and propulsion control. The invention provides a multi-source cooperative propulsion control method and system based on hybrid power and a straight wing steering oar. The method comprises the following steps: collecting ship motion state parameters and environment parameters in real time; constructing a multi-objective joint optimization model, and solving an optimal power distribution proportion and an optimal thrust vector under the current working condition by adopting a dynamic programming algorithm; based on the optimal power distribution proportion, a fuzzy PID controller is adopted to dynamically adjust the torque coupling ratio of the diesel engine and the motor; according to the optimal thrust vector calculation result, vector synthesis is carried out on the propulsive force and the steering torque; and predicting the motion state of the ship based on an extended Kalman filter, and correcting the weight coefficient of the multi-target joint optimization model on line in combination with the change rate of the channel boundary distance. The problem that adaptability to complex working conditions is insufficient due to the fact that a traditional control strategy does not fully fuse ship motion states and environment parameters is solved.

The invention belongs to the technical field of three-dimensional vision measurement, and relates to a deformation measurement method and system of a composite vision measurement unit. The internal and external parameters of the binocular measurement unit are obtained according to the image of the thrust vectoring nozzle target area calibration plate; obtaining coordinates of all binocular measurement units in the same reference coordinate system according to the internal and external parameters and the images of the thrust vectoring nozzles with the first coded mark points, and obtaining coordinates of all binocular measurement units in a unified coordinate system; and acquiring full-field deformation of all target areas of the thrust vectoring nozzle according to the speckle images of the target areas of the thrust vectoring nozzle in the working state and the coordinates of the unified coordinate system of all binocular measurement units. According to the invention, a digital image correlation method and a close-range photogrammetry technology are utilized to realize coordinate system unification and full-field deformation measurement. Compared with a traditional method, the measurement times and data processing steps are reduced, and the measurement efficiency is improved.

An aerial and preferably marine vehicle intended to operate in its principal mode near the surface of water or land employing the Wing-in-Ground Effect (WIG) and capable to take-off and land vertically (VTOL) by means of thrust vectoring, which vehicle has a wing arranged at the lowermost part of the fuselage, propulsion units comprising four rotatable pylons extending transversely in pairs on both sides of the upper part of the fuselage, four elongated nacelles mounted on the outer tips of said pylons, which nacelles contain electric motors (E) and provided with propellers at their extremities, so that the rotation of the pylons results in turning the nacelles and thrust of propellers from substantially vertical, ensuring take-off and landing, to substantially horizontal providing a flight mode, retractable hydroskis for emergency landing on water, while said propulsion units and said wing are spaced apart vertically and horizontally and do not overlap.

The invention discloses a flying car vertical take-off and landing method, system and device based on attitude compensation and a medium, and the method comprises the steps: obtaining three-dimensional point cloud data and binocular parallax data of a take-off and landing region, and determining the terrain gradient information of the take-off and landing region according to the three-dimensional point cloud data and the binocular parallax data; vehicle body posture information of the hovercar is obtained, vehicle body posture changes in the future time period are predicted according to the vehicle body posture information and the terrain gradient information, and a first target thrust vector is determined according to the vehicle body posture changes; and performing multi-rotor power distribution on the first target thrust vector to obtain a first optimal thrust matrix, and performing attitude compensation on the hovercar according to the first optimal thrust matrix. The safety and reliability of vertical take-off and landing of the hovercar are enhanced, the dependence on ground conditions and the construction and maintenance cost of a take-off and landing area are reduced, the flexibility and adaptability of deployment of vertical take-off and landing in various environments are improved, and the method can be widely applied to the technical field of hovercars.

The invention relates to the technical field of flight control, in particular to a thrust vector type short-range vertical take-off and landing aircraft hovering control method and device, and the method comprises the steps: building a thrust vector type short-range vertical take-off and landing aircraft hovering dynamic model based on the nonlinear relation of the aircraft speed, the Euler angle, the angular speed, the thrust and the torque; designing a reconfiguration controller of a power system of the thrust vector type short-range vertical take-off and landing aircraft, and designing a hovering controller of the thrust vector type short-range vertical take-off and landing aircraft; designing an extended state observer used for estimating a nonlinear term and a state derivative in the hovering dynamics model; and feeding back the estimated nonlinear term and the estimated state derivative of the extended state observer to a hovering controller so as to carry out hovering control on the thrust vector type short-distance vertical take-off and landing aircraft. Therefore, the problem that efficient decoupling and robust control of multiple execution mechanisms in an aircraft system are difficult to realize by a dynamic inverse-based hovering control method in related technologies is solved.

An aircraft having a plurality of independent yaw control mechanisms includes an airframe having a central fuselage sized to hold at least one operator or payload and a wing extending from the fuselage. The aircraft includes a distributed thrust array coupled to the airframe, the thrust array having at least a first, second, and third pair of propulsion assemblies. Each propulsion assembly includes a rotor and is operable for at least single-axis thrust vectoring. The aircraft further includes a flight control system operable to independently control and combine each yaw mechanism of the propulsion assemblies. The yaw mechanisms for inducing a yaw moment include: canting at least one pair of propulsion assemblies away from the fuselage, selectively tilting at least one pair of propulsion assemblies forwards and backwards, varying an aerodynamic control surface of at least one propulsion assembly, and varying a rotational speed of at least one propulsion assembly.

The invention relates to the field of unmanned aerial vehicles, and discloses a tilting type composite thrust system of a small fixed-wing aircraft, comprising: a physical bearing and power unit module comprising wings and six groups of tilting thrust units on the wings, each group of unit being composed of a turboprop engine and a variable pitch propeller and generating thrust; the thrust vector adjusting module comprises six sets of electric tilting joints and drives the tilting thrust unit to rotate so as to adjust the thrust direction. The state sensing and feedback module is provided with an angle sensor for monitoring the tilting angle in real time; the cooperation and synchronization control module comprises a synchronization controller which is connected with the angle sensor and the electric tilting joints and controls the six sets of electric tilting joints to be converted in batches according to the monitored angle. According to the invention, the integrated electric tilting joint is arranged, and the joint contains a main tilting shaft for wide-angle mode switching and an auxiliary fine tuning shaft for small-range active compensation, so that two adjusting mechanisms with different functions are integrated in a single structure.

The invention relates to the technical field of aircrafts, and discloses a balanced multi-rotor aircraft which comprises a framework structure, a control part and an energy storage part are arranged on the framework structure, the framework structure comprises a supporting part, a flight arm is rotationally connected to the supporting part, a rotor part is arranged at the free end of the flight arm, and the control part comprises a connecting rod mechanism installed on the supporting part. The connecting rod mechanisms are used for controlling the rotation angles of the rotor wing parts around the axes of the flight arms, and when the two rotor wing parts located on the same axis rotate around the axes in the same direction, the aircraft translates in a horizontal posture; according to the unmanned aerial vehicle, the flying arms are arranged by using a plus sign or cross-shaped frame, the rotor wing parts incline and enable the aircraft to move forwards or backwards when the flying arms are rotated, the rotor wing parts which are not inclined can concentrate on stability, pitching and yawing of the main body fuselage cannot be caused, and yawing can be achieved by changing the rotating speed or thrust vector of the rotor wing parts in the same direction.

The application discloses a shaft-symmetrical rocket-based combined engine with a variable geometry throat, which comprises a combustion chamber and a square flow channel section in communication in an axial direction from front to back; the shell of the combustion chamber is surrounded by a bottom support bottom plate and a top plate, the bottom support bottom plate is horizontal, and the top plate is a semicircular arc shape which is arched upward; the square flow channel section is a cuboid cavity, and an upper variable structure geometry throat and a lower variable structure geometry throat which are consistent with the size of corresponding holes are embedded in the holes at the upper part and the lower part; the upper variable structure geometry throat and the lower variable structure geometry throat are both plate bodies in the shape of an inclined wedge, the tip of the inclined wedge faces the rear, and the inclined surface sides of the inclined wedge both face the cavity; the upper variable structure geometry throat and the lower variable structure geometry throat are used for changing the flow channel geometry throat area in the square flow channel section. The engine is matched with the flight state by reducing the throat area with the increase of the flight Mach number, the engine performance is improved, and the engine thrust vector adjustment can be realized.

The invention belongs to the technical field of aero-engines, and particularly relates to a thrust vectoring nozzle actuator cylinder telescopic mechanical adjusting tool. Comprising a force-bearing rod, one end of the force-bearing rod is a threaded section with an external thread, and the other end of the force-bearing rod is provided with a clamping jaw; the movable bearing sleeve is sleeved on the inner side of the threaded section of the bearing rod in a sliding manner and is provided with a clamping jaw; the contraction nut is mounted on the threaded section; the two clamping jaws act on the piston rod of the actuating cylinder and the fixed end of the actuating cylinder respectively, the adjusting nut is screwed in to enable the movable force bearing sleeve to move towards the other end, and the two clamping jaws enable the piston rod to retract into the actuating cylinder. The expansion rod tool and the contraction rod tool are similar in structure, the two clamping jaws act on a piston rod of the actuator cylinder and the fixed end of the actuator cylinder respectively, the expansion nut is screwed out to enable the right supporting rod to move in the direction away from the left supporting rod, and the two clamping jaws enable the piston rod to stretch out.

In the aerospace industry, the Laval nozzle is primarily used. This nozzle has the problem of not being able to adapt to changes in ambient pressure. Therefore, it loses efficiency as the vehicle ascends. Aerospike nozzles solve this problem, but are more difficult to cool, so they are not a viable alternative to the Laval nozzle. By means of a fixed arrangement of several Laval nozzles, consisting of nozzles (16) directed parallel to the object's flight direction and several nozzles (17) directed at an angle to this jet, the nozzle assembly creates an effect similar to an aerospike. Therefore, at decreasing pressure, such a nozzle assembly exhibits greater efficiency than conventional Laval nozzles. Since the assembly consists entirely of Laval nozzles, it is no more difficult to manufacture and cool than these. Furthermore, the thrust vector exerted by the nozzle assembly, and thus the direction of motion of the object being accelerated, can be controlled by throttling certain secondary nozzles (e.g., 17.2). The resulting fixed connection between the nozzles and combustion chambers allows for higher operating pressure within the combustion chambers, allowing for more efficient fuel use. Since the fixed connection allows for better thrust transfer, the thrust vector can be changed more radically and quickly.

The application provides a vertical take-off and landing aircraft driven by longitudinal double vectors, and belongs to the technical field of aircrafts. The aircraft comprises a fuselage, a rotor, a front vector driver and a rear vector driver. The rotor is rotatably connected to the middle top end of the fuselage through a rotor shaft. The front vector driver and the rear vector driver are rotatably connected to the front part of the fuselage and the rear part of the fuselage respectively through installation shafts which are perpendicular to the horizontal installation surface of the fuselage. The installation shafts and the rotor shaft are located in the longitudinal vertical symmetry plane of the fuselage. The thrust vectors generated by the front vector driver and the rear vector driver balance the reverse torque caused by the rotation of the rotor and drive the aircraft to fly in the hovering / vertical lifting and cruising stages. The aircraft has the advantages of simple and feasible implementation, high safety, low cost, long endurance time and large load capacity.

The invention discloses a thrust vector compensation control method suitable for a nonlinear friction load, which adopts a current positive feedback compensation correction network, combines low-pass filtering with proportional gain, takes iq current as input and takes a compensation instruction delta r as output, and is simple, convenient and effective. The problems of amplitude attenuation and phase lag caused by inherent nonlinear load characteristics of the nozzle are solved, and the tracking capability of an electromechanical servo system to a control instruction is improved. The algorithm complexity is low, parameter adjustment is simple and easy to operate, and parameter adjustment time is saved.

This invention discloses an aerodynamic optimization design method for scaled-down model blades of large vertical axis wind turbines based on DMST theory. The method includes: determining scaled-down parameters according to wind tunnel similarity criteria; selecting an optimized airfoil for aerodynamic characteristic matching at low Reynolds numbers based on the lift-to-drag ratio characteristics of the prototype blades; constructing an aerodynamic performance model based on dual-disk multi-flow theory, calculating and verifying the theoretical thrust coefficients of the prototype and optimized airfoils; conducting force-pressure tests in a wind tunnel, extracting the pure thrust of the blades by subtracting the total thrust of the turbine from the tower thrust vector; and comparing the measured thrust coefficients with the theoretical thrust coefficients to verify the aerodynamic load matching degree. This invention effectively eliminates the Reynolds number effect in scaled-down tests by combining airfoil optimization, DMST theory verification, and wind tunnel test verification, achieving high-precision matching of aerodynamic loads on scaled-down model blades of vertical axis wind turbines and improving the reliability of wind tunnel test data.

A heat exchanger configured to perform heat exchange for a heat source of a fuselage and provide thrust or thrust vectoring to the fuselage, and an aircraft including the same are disclosed. The aircraft includes a fuselage, at least one inlet provided at a side of the fuselage, at least one outlet provided at a bottom of the fuselage, and a fan unit having at least one fan disposed between the inlet and the outlet along a fluid flow direction and drawing air inward through the at least one inlet to discharge through the at least one outlet.

The application relates to a force couple balance and longitudinal array push-pull vertical take-off and landing high-speed aircraft, belonging to the technical field of aircrafts, which comprises a fuselage, a rotor, a fixed wing, a steering controller and a propeller. The rotor is installed at the top of the middle part of the fuselage through a rotor shaft, and a clutch is arranged between the rotor and a power system and / or a transmission system matched with the fuselage, so as to be controlled to be disconnected or to transmit power to the rotor. The steering controller comprises a fixed base and a rotating base, and each of the nose and the tail has a set of the rotating base. The propeller is provided with two propellers which are respectively installed on the rotating bases of the nose and the tail, and are controlled to rotate with the rotating bases relative to the fixed base. The force couple formed by the front and rear thrust vectors is used to balance the reverse torque brought by the rotor. When the propeller is coaxial with the middle axis of the fuselage, the wind area of the single propeller obtains double thrust. The application can improve the energy utilization rate, improve the carrying capacity, improve the flight safety performance and obtain a longer hovering time.

A liquid flow-induced vibration suppression device, system, and method are disclosed. In an embodiment, the device is a mounting ring or hoop to which fin-shaped strakes are secured. The hoop is affixable to an interior wall of a first pipe positioned upstream of, and connected by a flexible joint to, a second pipe. The strakes are angled inwardly from the interior wall, and are positioned adjacent to an interface of the first pipe and the flexible joint. In one fluid dynamics modeled example involving rocket motor thrust vectoring, liquid fuel is conveyed in 16-inch diameter pipes at cryogenic temperatures. The strakes are one inch long, spaced apart approximately 0.1 inch, and extend radially from the interior wall in a 10-to-30-degree angle range. The device is brazed to the interior wall of the first pipe, and can be formed of Inconel or titanium alloy to optimize fatigue life.

The application discloses a three-degree-of-freedom deployable full-function vector adjusting mechanism, which comprises a compression supporting structure, a serial three-degree-of-freedom driving structure carried on the compression supporting structure, a thruster mounting plate carrying a load of the vector adjusting mechanism and moving to a specified working position under the driving of the serial three-degree-of-freedom driving structure, and the serial three-degree-of-freedom driving structure comprises a first joint assembly, a second joint assembly and a third joint assembly, which respectively provide rotating driving forces in a first direction, a second direction and a third direction, and the first direction, the second direction and the third direction are perpendicular to each other; the first joint assembly, the second joint assembly and the third joint assembly sequentially provide the rotating driving forces, one end of the first joint assembly away from the third joint assembly is fixed on the compression supporting structure, and the thruster mounting plate is fixed on the third joint assembly. Therefore, the thrust vector of the thruster passes through the whole satellite barycenter in the whole life cycle, the north and south position protection and the east and west position protection are considered, and the double load backup function is realized.

The utility model discloses a novel turbomachinery vector sealing structure. A vector sealing cavity is formed between a stator shell containing sealing teeth and a rotor. The vector sealing cavity is of a spray pipe type structure in mirror symmetry, and the spray pipe type structure comprises multiple stages of sealing cavities which are sequentially connected end to end and are provided with double throat parts; the sealing cavity is sequentially divided into an expansion section and a contraction section in the airflow flowing direction, and a tooth tip jet flow bypass is arranged between the contraction section and the throat part adjacent to the downstream of the contraction section; according to the thrust vectoring nozzle, the sealing cavity is designed to be of a thrust vectoring nozzle structure with a bypass channel, by means of tooth cavity pressure difference generated by the throttling effect, bypass jet flow is spontaneously driven to be mixed with main leakage flow, a leakage path is guided to directionally deflect in the circumferential direction and the radial direction, multi-dimensional reconstruction of a sealing flow field is achieved, and the dual purposes of reducing leakage and restraining fluid excitation are achieved. And a new method is provided for reducing sealing leakage and improving the excitation suppression performance of sealing fluid.

The invention relates to a round-to-square two-dimensional thrust vectoring nozzle with double ducts independently adjustable in area, and belongs to the technical field of aero-engines. The spray pipe comprises a round-to-square barrel, a main culvert and second culvert adjusting piece system, a heat insulation screen assembly and an actuating mechanism. A second culvert air flow channel with the round-square section transition is formed through the round-to-square barrel and the heat insulation screen, and main culvert air flow passes through a middle cavity defined by the heat insulation screen. A rocker arm-actuator cylinder mechanism is adopted to independently drive an outer duct adjusting piece to achieve second duct area adjustment, and a main duct adjusting piece achieves throat area, outlet area and thrust vector control. And the second low-temperature airflow cools the heat screen. According to the invention, the double-duct area can be independently adjusted, the circular-to-square cross section transition and binary vector function integration is realized, and the double-duct structure has the advantages of compact structure, good thermal protection performance and high adjustment precision.

The invention discloses an aircraft stability verification method, and relates to the technical field of aircrafts, and the method comprises the steps: building a fixed straight flight state of an aircraft after balancing according to an aircraft test working condition, and the aircraft test working condition is obtained through the division according to a thrust vector angle or a tilting mechanism actuation angle; under the condition that the aircraft is in the straightened flight state after trimming, inputting disturbance to the aircraft so as to enable the aircraft to be in a longitudinal oscillation state, and collecting flight parameter data of the aircraft; and determining a stability verification result of the aircraft under the aircraft test working condition according to the flight parameter data of the aircraft. According to the scheme, the test and analysis of the longitudinal dynamic stability of the tilt-rotor aircraft are realized, so that the safety of the tilt-rotor aircraft in configuration design is accurately determined, and the flight safety of the aircraft is improved.

A two-dimensionally gimballed propeller produces vectored thrust. A directional propeller generates a two-dimensional propulsive thrust vector without adverse moments or translational forces. Forces necessary to control the propulsive vector are minimized by directing the vector through the propeller's aerodynamic center apart from the power source delivered to the propeller via a driveshaft having a fixed orientation.

A VTOL-type air vehicle is transitioned from forward speed mode to hover mode via a transient path in transition mode. The air vehicle includes first and second propulsion systems, and high lift, mild stall fixed wings. The first propulsion system can provide a first thrust (sufficient for enabling powered aerodynamic flight) at a first thrust vector. The second propulsion system can provide a second thrust (sufficient for enabling vectored thrust flight) at a second thrust vector, which is spatially fixed with respect to the air vehicle at least during transitioning. The transient path includes, during transitioning, manipulating a first magnitude of angle of attack and a second magnitude of forward speed to provide a corresponding aerodynamic lift component, and concurrently manipulating a third magnitude of the second thrust to provide a vertical vectored thrust component corresponding to the first magnitude of angle of attack. A summation of the aerodynamic lift component and vertical vectored thrust component is sufficient for enabling the air vehicle to remain in controlled flight in transition mode.

An aircraft for in-flight battery management, comprising: a fuselage of the aircraft; a plurality of batteries wherein at least one battery is partially or completely decoupled from the remaining ones of the batteries; a plurality of thrust vectoring units, each thrust vectoring unit comprising one or more motor-propeller assemblies, the one or more motor-propeller assemblies providing thrust to the fuselage along a thrust vector, and wherein the plurality of thrust vectoring units are powered by the plurality of batteries; at least one controller configured to: determine or receive at least one target related to one or both of a performance of the aircraft and a performance of the battery; converting the target into a power demand from the plurality of batteries; and achieving the power demand by modifying the power consumption of one or more motor-propeller assemblies to achieve the goal while meeting the flight requirements.

A rotorcraft with distributed propulsion system having the capability to transition between two configurations suitable for thrust borne VTOL (vertical take-off and landing) flight and partial wing borne airplane flight. The rotorcraft includes a fuselage, an empennage, a vertical stabilizer, a rudder, a pair of wings, a pair of flaps, a pair of canards, a pair of pylons, a pair of tiltable rotor booms and a plurality of rotors. The tiltable rotor booms are associated with an actuator to change collectively the direction of the rotor thrust vector with respect to the fuselage. The rotor can be open rotor or ducted rotor. The rotor booms oriented in the canted position is the first configuration suitable for partial wing borne flight and the rotor booms oriented in the horizontal position is the second configuration suitable for thrust borne flight.

The application discloses a vertical take-off and landing fixed-wing aircraft based on thrust vector nozzles, which comprises four engines, four thrust vector nozzles, a wing, a fuselage, a T-shaped tail wing and a support; four sets of power devices adopt a four-point isosceles trapezoidal symmetrical layout, and front and rear power devices are symmetrically arranged about the gravity center of the whole machine. The transverse spacing of the front power device is 2.5-3 times that of the rear power device, the spanwise projection is located at 40%-60% of the wing span length, and the height is matched with the wing leading edge to realize jet flow lift increase; the height and horizontal position of the rear power device are optimized to ensure stable air intake. The thrust vector nozzle takes the horizontal axis of the fuselage as the 0° reference, the vector angle adjustment range is not less than -95°-+15°, and the hovering, mode transition and steady switching of the flat flight are realized through differential adjustment. The application cancels the tilting mechanism, reduces the structural dead weight, reduces the aerodynamic interference, and improves the cruising speed and flight safety.

The invention discloses a berthing and departing attitude optimization method and system based on model predictive control, and the method comprises the following steps: constructing a ship three-degree-of-freedom nonlinear kinematics and dynamics model, and taking the model as a prediction model of MPC; establishing a target function containing state tracking errors and control energy consumption, and controlling output through real-time rolling optimization calculation under the physical constraints of the thruster thrust and the rudder angle; in the berthing stage, weighted collaborative optimization is conducted on the ship position deviation and the attitude angle deviation through an MPC, and high-precision closed-loop control and thrust vector distribution of the pose in the low-speed environment are achieved; in the off-berthing stage, real-time prediction and momentum attenuation compensation are carried out on the inertial sliding track of the ship by combining MPC prediction step length based on preset off-berthing direction guidance, and output of a propeller is dynamically adjusted to ensure the safe envelope of an off-berthing path. According to the invention, high-precision attitude control and dynamic obstacle avoidance of the ship in a complex limited water area can be realized.

A flying device includes a main body, to which a combustion engine, an electric motor, an electricity generator and an electrical energy transfer circuit are attached. The combustion engine and electric motor are arranged to create thrust vectors and are placed on either side of the main body in order to create thrust vectors on each side of a plane of separation of said body. The electricity generator is mechanically coupled to the combustion engine in order to be driven thereby. The electrical energy transfer circuit is connected between the electricity generator and the electric motor, the energy transfer circuit being configured to create mechanical resistance that slows the combustion engine and to produce electrical energy in order to power the electric motor.

The application relates to the technical field of precision measurement, and discloses a sub-micro-newton thrust vector testing method and device, wherein the device comprises a frame support arranged on a base and a double-shaft suspension beam mechanism; a first cross beam is arranged at the top of the frame support; the double-shaft suspension beam mechanism is connected to the center of the first cross beam and forms a double-shaft suspension structure; a micro-propeller mounting frame is used for mounting and fixing a sub-micro-newton micro-propeller and adjusting the position of the micro-propeller during measurement; a double-shaft electromagnetic actuator and a double-shaft displacement sensor are used for measuring the displacement change of the micro-propeller mounting frame and the thrust vector of the sub-micro-newton micro-propeller in two directions perpendicular to each other in a horizontal plane; and a data processing module is used for reading the working current of the double-shaft electromagnetic actuator during measurement, calculating the thrust vector of the sub-micro-newton micro-propeller, and outputting the measurement result of the thrust vector of the sub-micro-newton micro-propeller.