CN112319861B - Storage box layout method for horizontal take-off and landing spacecraft mass center control - Google Patents
Storage box layout method for horizontal take-off and landing spacecraft mass center control Download PDFInfo
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Abstract
A storage tank layout method for controlling the mass center of a horizontal take-off and landing spacecraft realizes the storage tank layout of the horizontal take-off spacecraft and the controllable and demand-based design of propellant consumption, and solves the problem of high balancing difficulty in the horizontal take-off and flying process of the spacecraft. By adopting the method, the mass center of the aircraft falls into the position interval expected by control, so that the head-up takeoff difficulty is reduced, and the control trim difficulty in flight is reduced.
Description
Technical Field
The invention provides a propellant tank layout design method suitable for a horizontal take-off and landing spacecraft, which enables the mass center of each flight stage of the spacecraft to be in a reasonable range through the tank layout design and is beneficial to realizing the flight control of the spacecraft. The invention belongs to the technical field of aerospace transportation.
Background
In the field of aerospace transportation, the traditional carrier rocket has less constraint on the axial centroid position, each sublevel is generally directly designed according to the volume ratio of the propellant, and the propellant with heavy weight is arranged in front of the sublevel; the existing spacecraft of the wing body assembly generally refers to a layout method of axisymmetric rocket during layout design of a storage tank, the storage tank is divided in the fuselage according to the volume ratio, balancing control is carried out through an engine and a control rudder during flight, and the problem of mass center is not solved through the layout of the storage tank as a design key point.
For the wing body assembly space carrier, the arrangement of the front heavy storage box and the rear light storage box is simply adopted, so that the center of mass of the whole aircraft continuously and obviously changes in the flying process, the distance section between the center of mass and a pneumatic focus is changed, the pneumatic advantage is not favorably exerted, and the control trim is not favorably realized; for the wing body assembly space carrier taking off horizontally, the problems of long take-off running distance, difficult take-off by lifting a front wheel and the like are caused by full load of propellant and forward leaning of the center of mass of the whole aircraft during horizontal take-off.
In the field of aviation, the airplane generally adopts a proportional oil conveying mode according to the requirement of centroid envelope control, but pressurization is generally not needed, so that the number of oil tanks is large, the number of whole tanks and sub-cabins is large, and implementation is easy to realize. In contrast, the propellant flow of the space vehicle is large, the pressurization pressure is high, and the low-temperature propellant is more and more commonly used, so that the method of the traditional aircraft is difficult to adopt.
Disclosure of Invention
The technical problems to be solved by the invention are as follows: the defects of the prior art are overcome, the storage box layout method for controlling the mass center of the horizontal take-off and landing spacecraft is provided, and the problems of large mass center change and large balancing difficulty of the spacecraft in the horizontal take-off and flying process are solved.
The technical solution adopted by the invention is as follows:
a storage box layout method for controlling the centroid of a horizontal take-off and landing spacecraft comprises the following steps:
(1) carrying out three-item volume and layout preliminary distribution;
(2) calculating the centroid of the air machine state;
(3) calculating the mass center of the full load state;
(4) calculating the real-time mass center of the flight to obtain a whole-course mass center change curve;
(5) comparing the whole-course centroid change curve with a preset centroid expected interval to determine a change trend;
(6) trial calculation of the middle box backward movement;
(7) adjusting the layout of the middle box and adjusting the volume distribution of the front box and the rear box to reasonable values;
(8) and optimizing the propellant conveying sequence when the adjusting storage tank cannot completely meet the requirements.
Further, the step (1) performs three items of volume and layout preliminary distribution, specifically:
arranging three storage boxes, namely a front box, a middle box and a rear box, in the horizontal take-off space carrier of the bipropellant, accommodating two propellants A and B in the three storage boxes, placing the propellant B in the middle box, placing the propellant A in the front box and the rear box, and respectively positioning the front box and the rear box in front of and behind the middle box; the volume ratio of the front case and the rear case was initially set to 1: 1, the volume of the front box and the rear box is larger than that of the middle box; the volume of propellant A is greater than the volume of propellant B.
Further, the air-machine state is the landing working condition state of the space carrier, and the mass center of the air-machine state is in the control mass center expected interval.
Further, the step (3) of calculating the centroid in the fully loaded state specifically includes:
the full-load state is the horizontal takeoff state of the carrier, and the mass center x of the full-load state is
x＝(m0·x0+m1·x1+m2·x2+m3·x3)/(m0+m1+m2+m3)
Wherein m is0For empty aircraft mass, x0Is the center of mass m of the air machineiMass of propellant in ith tank, xiThe center of mass of the propellant in the ith storage tank is 1, 2 and 3.
Further, the step (4) of calculating the real-time mass center of the flight specifically comprises the following steps:
flight real-time mass center xtThe propellant A is defaulted that the front box is firstly delivered and exhausted and then is replaced by the rear box for delivery; flight real-time mass center xtThe specific calculation is as follows:
xt＝(m0·x0+m1t·x1t+m2t·x2t+m3t·x3t)/(m0+m1t+m2t+m3t)
where t is the time of flight, t1Cumulative delivery time of the front box propellant at time t, t2Cumulative delivery time of the middle tank propellant at time t, t3Accumulating the delivery time of the rear box propellant at the time t;
the delivery amount of the two propellants per unit time; x is the number ofitThe centroid of the propellant in the ith reservoir at time t.
Further, the step (5) of trending includes: the first type: the center of mass is forward; the second type: the center of mass is behind; in the third category: the center of mass is leaned before and then leaned after; the fourth type: the center of mass is first back and then front.
Further, the trial calculation of the step (6) is to perform box backward movement and determine the requirement of forward movement/backward movement of the centroid, and specifically comprises the following steps:
adjusting the proportion of the front box and the rear box to increase the front box, reduce the rear box and move the middle box backwards;
front box mass becomes m1+ΔmFirst of allThe centroid becomes x1+Δx/2；
The middle box mass does not become m2The centroid becomes x2+Δx；
Rear box mass becomes m3-ΔmFirst of allThe centroid becomes x3+Δx/2；
Wherein, Deltax is the backward shift of the middle box, DeltamFirst of allThe mass change of the propellant in the front box and the rear box corresponding to the delta x length;
and (4) calculating the full-load mass center of the whole computer according to the mode of the step (3), judging whether the full-load mass center moves forwards or backwards relative to the full-load mass center, and determining the mass center moving forwards/backwards requirement according to the change trend of the step (5).
Further, the step (7) of adjusting the layout of the middle box and adjusting the volume distribution of the front and rear boxes to reasonable values specifically comprises the following steps:
if the box moves backwards in the step (6) to cause the center of mass of the whole machine to move backwards, the following steps are carried out:
(a) if the centroid change curve is compared with a preset centroid expected interval in the step (5), and the result comprises that the first type of centroid is close to the front or the third type of centroid is close to the front and then is close to the back, moving the middle box back according to a certain delta x, and iteratively optimizing the layout of the storage box according to the step (4) and the step (5) until the centroids all fall into the expected interval;
(b) if the centroid change curve is compared with a preset centroid expected interval in the step (5), and the result comprises that the second centroid is behind or the fourth centroid is behind and then in front, the middle box is moved forwards according to a certain delta x, and the storage box layout is iteratively optimized according to the step (4) and the step (5) until the centroids all fall into the expected interval;
and (4) if the box moves backwards in the step (6) to cause the mass center of the whole machine to move forwards, adopting reverse movement.
Further, the step (8) of optimizing the propellant delivery sequence when the adjustment tank cannot completely meet the requirements specifically comprises: if the layout of the storage tanks cannot be adjusted all the time, the mass centers of the storage tanks can not fall into an expected range, the propellant conveying sequence of the front tank and the rear tank needs to be optimized, and the front tank and the rear tank are conveyed alternately;
furthermore, when the propellant conveying sequence of the front box and the rear box is optimized, the minimum alternation times are taken as an optimization target, and the criterion of propellant alternation is that the centroid is to reach the centroid interval boundary;
the method specifically comprises the following steps: when the front middle box is used for conveying, when the mass center is about to reach the rear limit of the mass center, the rear box starts conveying, and the front box stops conveying;
when the rear box is used for conveying, when the mass center is about to reach the front limit of the mass center, the front box starts conveying, and the rear box stops conveying;
until the global centroid falls within the desired interval.
Compared with the prior art, the invention has the following beneficial effects:
(1) the invention contains two propellants in three tanks, wherein the tanks with the same type of propellant are respectively positioned at the front and the rear parts, and the third tank is arranged at the middle part, so that the center of mass of the carrier can be optimally designed through the volume distribution of the front tank and the rear tank.
(2) The invention solves the problems of too front center of mass during takeoff and difficult nose lifting during running takeoff caused by the traditional storage tank layout scheme and the problems of too large axial change of center of mass and large longitudinal balancing difficulty during flight through volume distribution of the front storage tank and the rear storage tank and optimization of the layout position of the middle fuselage.
(3) The invention contains the propellant with large volume in the two storage boxes, so that the carrier has the capability of alternately conveying the front box and the rear box in the flight process and has the capability of actively controlling the mass center in the whole process.
Drawings
FIG. 1 is a schematic view of a three-tank arrangement of the present invention;
FIG. 2 is a schematic view of a situation where the initial layout of the storage tank does not meet the requirement of the centroid, where a-d are (a) the centroid is forward, (b) the centroid is backward, (c) the centroid is forward and backward, and (d) the centroid is forward and backward and forward, respectively;
FIG. 3 is a schematic diagram of the situation where the optimal layout of the bins meets the centroid requirement, where FIG. 3a is a schematic diagram of the middle bin being moved backward so that the centroid falls entirely within the desired range; FIG. 3b is a schematic view of the middle box being advanced so that the centroid falls entirely within the desired range;
FIG. 4 is a schematic diagram of a situation in which the centroid requirement is still not satisfied after the storage tank is optimized in layout, wherein a to d are several situations in which the centroids cannot all fall into the expected interval all the time;
FIG. 5 is a schematic representation of the criteria for the end of the optimization of the tank layout and the optimization of the delivery sequence;
fig. 6 is a schematic diagram of the effect of optimizing the tank layout and propellant delivery sequence.
Detailed Description
The technical scheme of the invention is further explained by combining the attached drawings.
By adopting the traditional storage tank layout design method, when the storage tank space is simply divided according to the volume ratio of the propellant for layout, the horizontal take-off and landing spacecraft has the problems that the center of mass is close to the front and the front wheel is difficult to lift during horizontal take-off, the longitudinal variation range of the center of mass is large in the flying process and the like. The invention provides a storage tank layout design method taking mass center control as an important target, and solves the problems of large mass center change and large balancing difficulty in the horizontal takeoff and flight processes of the spacecraft.
As shown in fig. 1, for a horizontal take-off spacecraft of a bipropellant, two propellants are contained in three tanks, wherein the tank with the larger volume of the propellant is divided into two tanks which are respectively arranged in front of and behind the other propellant tank. On the basis of presetting the layout space of the storage boxes of the carrier, the total occupied space of the three storage boxes is fixed, and the layout positions of the three storage boxes in the cabin are related to the volume distribution of the front storage box and the rear storage box.
And respectively calculating the mass centers of the carrier during the takeoff full load, landing no load and flight period to form a whole-course mass center change curve, and comparing the whole-course mass center change curve with an expected interval of the mass center controlled by the control. For exceeding the expected interval, the following two strategies are adopted for adjustment:
firstly, adjusting the volume distribution of front and rear storage boxes, and calculating a whole-course centroid change curve after the volume of the storage boxes is adjusted;
secondly, when the mass center can not fall in the expected range in the whole process after the volumes of the front storage box and the rear storage box are adjusted, the mass center is controlled by time-sharing alternate conveying of the front storage box and the rear storage box. The default conveying mode of the propellant of the front and the rear storage boxes is that the front box is conveyed firstly, and the propellant of the front box is conveyed by the rear box after being used up.
The invention provides a storage box layout method for controlling the mass center of a horizontal take-off and landing spacecraft, which comprises the following steps:
(1) three items of volume and layout are initially allocated.
Arranging three storage boxes, namely a front box, a middle box and a rear box, in the horizontal take-off space carrier of the bipropellant, accommodating two propellants A and B in the three storage boxes, placing the propellant B in the middle box, placing the propellant A in the front box and the rear box, and respectively positioning the front box and the rear box in front of and behind the middle box; the volume ratio of the front case and the rear case was initially set to 1: 1, the volume of the front box and the rear box is larger than that of the middle box; the volume of propellant A is greater than the volume of propellant B. Referring to fig. 1, the centroid is the centroid of the propellant in the tank.
(2) And calculating the centroid of the air machine state.
The tank layout generally occurs during the protocol demonstration or protocol design phase, where there is no accurate quality of the product, so subsequent tank mention adjustments before and after have negligible effect on the air-machine centroid. For the detailed mass center of the existing product, the storage box layout is optimized by using the method, and the storage box quality and the mass center change can be counted in the calculation link of the mass center of the empty machine state.
The air-machine state is close to the landing condition, the mass center of the state is closely related to the aerodynamic layout and the landing gear layout, and must necessarily fall within the control mass center expected range (otherwise, the overall layout and the aerodynamic layout are adjusted to adapt to the landing attitude).
The calculation of the mass center of the empty machine state is the prior art, and the initial design mass center can be obtained according to the initial design model.
(3) And calculating the mass center of the full load state.
The full-load state is the horizontal takeoff state of the carrier, and the mass center of the state is
x＝(m0·x0+m1·x1+m2·x2+m3·x3)/(m0+m1+m2+m3)
Wherein m is0For empty aircraft mass, x0Is the center of mass m of the air machineiMass of propellant in ith tank, xiThe center of mass of the propellant in the ith storage tank is 1, 2 and 3.
(4) And calculating the real-time mass center of the flight.
The real-time center of mass of flight is related to the flow of the propellant and the propellant conveying condition in each storage box, the middle box continuously conveys the propellant during the working period of the engine, and the front box is defaulted to convey the propellant first and the rear box is used for conveying the propellant instead after being exhausted. The calculation of the step comprises the results of the steps (2) and (3).
xt＝(m0·x0+m1t·x1t+m2t·x2t+m3t·x3t)/(m0+m1t+m2t+m3t)
Where t is the time of flight, t1Cumulative delivery time of the front box propellant at time t, t2Cumulative delivery time of the middle tank propellant at time t, t3Accumulating the delivery time of the rear box propellant at the time t;
the delivery amount of the two propellants per unit time; x is the number ofitThe centroid of the propellant in the ith storage tank at the moment t can be obtained by calculating the liquid level height by using a three-dimensional model or a mathematical model.
And obtaining a whole-course centroid change curve after the calculation is finished.
(5) And comparing with the expected interval of the centroid.
And comparing the whole-course centroid change curve with a preset centroid expected interval to determine a change trend.
There are 4 types of trends shown in fig. 2, (a) the centroids are forward, (b) the centroids are backward, (c) the centroids are forward and backward, and (d) the centroids are backward and forward.
(6) Trial calculation of the effect of the box back-shift on the centroid.
The proportion of the front box and the rear box is adjusted to increase the front box and reduce the rear box, and the middle box is associated and moves backwards.
Front box mass becomes m1+ΔmFirst of allThe centroid becomes x1+Δx/2；
Constant mass m of middle box2The centroid becomes x2+Δx；
Rear box mass becomes m3-ΔmFirst of allThe centroid becomes x3+Δx/2；
Wherein, Deltax is the backward shift of the middle box, DeltamFirst of allThe front and rear tank propellant mass changes correspond to deltax length.
And (4) calculating the full-load mass center of the whole computer according to the step (3), judging whether the full-load mass center moves forwards or backwards, and determining the mass center forward/backward movement requirement according to the result of the step (5).
(7) And adjusting the layout of the middle box and the volume distribution of the front box and the rear box to reasonable values.
When the layout of the storage box is adjusted, the flight real-time mass center curve does not simply translate, but presents a nonlinear change relationship.
Assuming that the box backward shift in step (6) results in the full machine centroid shift, then:
if the results (a) and (c) exist in the step (5), moving the middle box backwards according to a certain delta x, and iteratively optimizing the layout of the storage box according to the steps (4) and (5) until the centroids all fall into the expected interval, as shown in the step (a) of fig. 3;
if the result (b) and (d) exist in the step (5), the middle box is moved forward according to a certain delta x, and the layout of the storage box is iteratively optimized according to the steps (4) and (5) until the centroids all fall into the expected interval, as shown in the step (b) of fig. 3.
And (4) if the box moves backwards in the step (6) to cause the mass center of the whole machine to move forwards, adopting reverse movement.
(8) And optimizing the propellant conveying sequence when the adjusting storage tank cannot completely meet the requirements.
If the storage tank layout is adjusted, iteration optimization is carried out according to the steps (4) and (5), the centroids cannot all fall into the expected range all the time, and if the centroids do not fall into the expected range, propellant conveying sequences of front and rear tanks need to be designed on the basis of optimizing the storage tank layout, and the front and rear tanks are conveyed alternately.
Neglecting the influence of the carrier trim on the aerodynamic characteristics, servo power consumption and the like, when the shadow area formed by the real-time mass center and the nominal mass center and shown in the figure 5 is close to the minimum, stopping the layout optimization of the storage tank and starting to optimize the propellant conveying sequence of the front tank and the rear tank.
During optimization, the minimum alternation times are taken as an optimization target, so that the action times of a power system product are reduced, and the working reliability of the system is improved. The criterion of propellant alternation is that the centroid is about to reach the boundary of the centroid interval, for example, when the front middle box is used for conveying, when the centroid is about to reach the rear limit of the centroid, the rear box starts conveying, and the front box stops conveying. Until the global centroid falls within the desired interval, one of the effects is illustrated in fig. 6.
The present invention is not disclosed in the technical field of the common general knowledge of the technicians in this field.
Claims (9)
1. A storage box layout method for controlling the mass center of a horizontal take-off and landing spacecraft is characterized by comprising the following steps:
(1) carrying out three-item volume and layout preliminary distribution; the method specifically comprises the following steps:
arranging three storage boxes, namely a front box, a middle box and a rear box, in the horizontal take-off space carrier of the bipropellant, accommodating two propellants A and B in the three storage boxes, placing the propellant B in the middle box, placing the propellant A in the front box and the rear box, and respectively positioning the front box and the rear box in front of and behind the middle box; the volume ratio of the front case and the rear case was initially set to 1: 1, the volume of the front box and the rear box is larger than that of the middle box; the volume of the propellant A is larger than that of the propellant B;
(2) calculating the centroid of the air machine state;
(3) calculating the mass center of the full load state;
(4) calculating the real-time mass center of the flight to obtain a whole-course mass center change curve;
(5) comparing the whole-course centroid change curve with a preset centroid expected interval to determine a change trend;
(6) trial calculation of the middle box backward movement;
(7) adjusting the layout of the middle box and adjusting the volume distribution of the front box and the rear box to reasonable values;
(8) and optimizing the propellant conveying sequence when the adjusting storage tank cannot completely meet the requirements.
2. A tank placement method for horizontal take-off and landing spacecraft centroid control as claimed in claim 1 wherein: the method is characterized in that the air-machine state is the landing working condition state of the space carrier, and the mass center of the air-machine state is in the control mass center expected interval.
3. A tank placement method for horizontal take-off and landing spacecraft centroid control as claimed in claim 1 wherein: the step (3) of calculating the centroid of the fully loaded state specifically comprises the following steps:
the full-load state is the horizontal takeoff state of the carrier, and the mass center x of the full-load state is
x＝(m0·x0+m1·x1+m2·x2+m3·x3)/(m0+m1+m2+m3)
Wherein m is0For empty aircraft mass, x0Is the center of mass m of the air machineiMass of propellant in ith tank, xiThe center of mass of the propellant in the ith storage tank is 1, 2 and 3.
4. A tank placement method for horizontal take-off and landing spacecraft centroid control according to claim 3 and characterized by: calculating a real-time mass center of the flight in the step (4), specifically:
flight real-time mass center xtThe propellant A is defaulted that the front box is firstly delivered and exhausted and then is replaced by the rear box for delivery; flight real-time mass center xtThe specific calculation is as follows:
xt＝(m0·x0+m1t·x1t+m2t·x2t+m3t·x3t)/(m0+m1t+m2t+m3t)
where t is the time of flight, t1Cumulative delivery time of the front box propellant at time t, t2Cumulative delivery time of the middle tank propellant at time t, t3Accumulating the delivery time of the rear box propellant at the time t;
the delivery amount of the two propellants per unit time; x is the number ofitThe centroid of the propellant in the ith reservoir at time t.
5. A tank placement method for horizontal take-off and landing spacecraft centroid control according to claim 3 and characterized by: the step (5) of changing the trend comprises the following steps: the first type: the center of mass is forward; the second type: the center of mass is behind; in the third category: the center of mass is leaned before and then leaned after; the fourth type: the center of mass is first back and then front.
6. A tank placement method for horizontal take-off and landing spacecraft centroid control according to claim 4 and characterized by: the step (6) trial calculation of the middle box backward movement and the determination of the centroid forward/backward movement requirements specifically comprise the following steps:
adjusting the proportion of the front box and the rear box to increase the front box, reduce the rear box and move the middle box backwards;
front box mass becomes m1+ΔmFirst of allThe centroid becomes x1+Δx/2；
The middle box mass does not become m2The centroid becomes x2+Δx；
Rear box mass becomes m3-ΔmFirst of allThe centroid becomes x3+Δx/2；
Wherein, Deltax is the backward shift of the middle box, DeltamFirst of allThe mass change of the propellant in the front box and the rear box corresponding to the delta x length;
and (4) calculating the full-load mass center of the whole computer according to the mode of the step (3), judging whether the full-load mass center moves forwards or backwards relative to the full-load mass center, and determining the mass center moving forwards/backwards requirement according to the change trend of the step (5).
7. A tank placement method for horizontal take-off and landing spacecraft centroid control according to claim 6 and characterized by: step (7) adjustment middle box overall arrangement, adjustment front and back case volume distribute to reasonable value, specifically do:
if the box moves backwards in the step (6) to cause the center of mass of the whole machine to move backwards, the following steps are carried out:
(a) if the centroid change curve is compared with a preset centroid expected interval in the step (5), and the result comprises that the first type of centroid is close to the front or the third type of centroid is close to the front and then is close to the back, moving the middle box back according to a certain delta x, and iteratively optimizing the layout of the storage box according to the step (4) and the step (5) until the centroids all fall into the expected interval;
(b) if the centroid change curve is compared with a preset centroid expected interval in the step (5), and the result comprises that the second centroid is behind or the fourth centroid is behind and then in front, the middle box is moved forwards according to a certain delta x, and the storage box layout is iteratively optimized according to the step (4) and the step (5) until the centroids all fall into the expected interval;
and (4) if the box moves backwards in the step (6) to cause the mass center of the whole machine to move forwards, adopting reverse movement.
8. A tank placement method for horizontal take-off and landing spacecraft centroid control according to claim 6 and characterized by: and (3) optimizing the propellant conveying sequence when the adjusting storage tank cannot completely meet the requirements, specifically: if the layout of the storage tanks cannot be adjusted all the time, the mass centers of the storage tanks can not fall into the expected range, the propellant conveying sequence of the front tank and the rear tank needs to be optimized, and the front tank and the rear tank are conveyed alternately.
9. The tank layout method for horizontal take-off and landing spacecraft centroid control according to claim 8, characterized by: when the propellant conveying sequence of the front box and the rear box is optimized, the minimum alternation times are taken as an optimization target, and the criterion of propellant alternation is that the centroid is to reach the centroid interval boundary;
the method specifically comprises the following steps: when the front middle box is used for conveying, when the mass center is about to reach the rear limit of the mass center, the rear box starts conveying, and the front box stops conveying;
when the rear box is used for conveying, when the mass center is about to reach the front limit of the mass center, the front box starts conveying, and the rear box stops conveying;
until the global centroid falls within the desired interval.
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