CN113978690A - Airship balancing method - Google Patents
Airship balancing method Download PDFInfo
- Publication number
- CN113978690A CN113978690A CN202111256780.2A CN202111256780A CN113978690A CN 113978690 A CN113978690 A CN 113978690A CN 202111256780 A CN202111256780 A CN 202111256780A CN 113978690 A CN113978690 A CN 113978690A
- Authority
- CN
- China
- Prior art keywords
- air bag
- airship
- beta
- fan
- valve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 39
- 238000012544 monitoring process Methods 0.000 claims description 14
- FGUUSXIOTUKUDN-IBGZPJMESA-N C1(=CC=CC=C1)N1C2=C(NC([C@H](C1)NC=1OC(=NN=1)C1=CC=CC=C1)=O)C=CC=C2 Chemical compound C1(=CC=CC=C1)N1C2=C(NC([C@H](C1)NC=1OC(=NN=1)C1=CC=CC=C1)=O)C=CC=C2 FGUUSXIOTUKUDN-IBGZPJMESA-N 0.000 claims description 10
- 238000009966 trimming Methods 0.000 claims description 10
- GNFTZDOKVXKIBK-UHFFFAOYSA-N 3-(2-methoxyethoxy)benzohydrazide Chemical compound COCCOC1=CC=CC(C(=O)NN)=C1 GNFTZDOKVXKIBK-UHFFFAOYSA-N 0.000 claims description 4
- 230000003247 decreasing effect Effects 0.000 claims description 4
- 239000011295 pitch Substances 0.000 claims 9
- 230000001276 controlling effect Effects 0.000 description 3
- 230000005484 gravity Effects 0.000 description 3
- 230000007246 mechanism Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- 239000001307 helium Substances 0.000 description 1
- 229910052734 helium Inorganic materials 0.000 description 1
- SWQJXJOGLNCZEY-UHFFFAOYSA-N helium atom Chemical compound [He] SWQJXJOGLNCZEY-UHFFFAOYSA-N 0.000 description 1
- 239000001257 hydrogen Substances 0.000 description 1
- 229910052739 hydrogen Inorganic materials 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64B—LIGHTER-THAN AIR AIRCRAFT
- B64B1/00—Lighter-than-air aircraft
- B64B1/02—Non-rigid airships
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64B—LIGHTER-THAN AIR AIRCRAFT
- B64B1/00—Lighter-than-air aircraft
- B64B1/06—Rigid airships; Semi-rigid airships
- B64B1/38—Controlling position of centre of gravity
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
- Control Of Positive-Displacement Air Blowers (AREA)
Abstract
The invention belongs to the technical field of floating aircrafts, and relates to an airship balancing method. The airship is in a front-rear double-auxiliary-airbag layout form, the front auxiliary airbag and the rear auxiliary airbag are respectively provided with the same number of fan sets and valve sets, and the flow of a single group of fans is approximate to or equal to that of a single group of valves. A plurality of differential pressure sensors are arranged on the airship and used for measuring the pressure of the air bag, and the average value of the differential pressure sensors is taken as the pressure value Pe of the air bag participating in the automatic trim logic of the airship. The airship is provided with a navigation attitude measuring system for measuring the pitching attitude angle beta of the airship. When the pitch angle beta of the airship is larger than beta 4, the front ballonet is inflated by the fan, and the rear ballonet is exhausted by the valve; when the pitch angle beta of the airship is smaller than beta 1, the valve is controlled to exhaust the front ballonet, and the fan is controlled to inflate the rear ballonet. When the pitching angle beta of the airship is balanced to be within the range of beta 2-beta 3, stopping balancing; β 1< β 2< β 3< β 4.
Description
Technical Field
The invention belongs to the technical field of floating aircrafts, and relates to an airship balancing method.
Background
The airship is a lighter-than-air aircraft and consists of a huge streamlined hull, a nacelle positioned below the hull, an empennage for stable control and a propulsion device. The air bags of the airship body are filled with buoyancy gas (hydrogen or helium) with density smaller than that of air so as to generate buoyancy force to lift the airship, and the auxiliary air bags are filled with air for regulating the pressure of the air bags. The gondola is used for passengers to take and load cargo. The tail wing is provided with a control surface for controlling and keeping the stability of course and pitching.
In general, the pitch attitude of an airship in flight is adjusted mainly by the control surface of the tail wing. But may result in forward or rearward shifting of the center of gravity when the airship is loaded with passengers, cargo or thrown with part of the ballast. At the moment, an extra counterweight needs to be added for airship balancing, or the airship can be controlled in a flat flying state only by a driver keeping a control surface at a specific deflection angle for a long time, and a set of adjusting mechanism specially used for airship balancing can be additionally provided. However, these methods have the following problems:
1. adding weights can result in a reduction in the payload capacity of the airship.
2. Maintaining control surface deflection for long periods of time increases the operator's operational burden while reducing the effective adjustability of the airship control surface during normal flight.
The additional provision of a set of adjustment mechanisms for airship trim adds complexity to the system, and may introduce more points of failure.
Disclosure of Invention
The invention provides an airship balancing method aiming at an airship with a front airbag and a rear airbag in layout, so as to ensure that when the airship flies below a pressure height, the airship does not need to depend on additional weights, a special balancing mechanism and long-time operation actions of a driver, and the working states of a fan and a valve arranged on the front airbag and the rear airbag are controlled only based on the pressure and the pitching attitude information of the airship, so that the pitching attitude and the gravity center of the airship can be automatically adjusted.
A method of trim of an airship including an envelope and front and rear ballonets disposed within the envelope, the method comprising: monitoring the pitch angle beta of the airship;
when the pitch angle beta of the airship is larger than beta 4, the front ballonet is inflated by the fan, and the rear ballonet is exhausted by the valve;
when the pitch angle beta of the airship is smaller than beta 1, the valve is controlled to exhaust the front ballonet, and the fan is controlled to inflate the rear ballonet;
β1<β4。
further, when the pitching angle beta of the airship is balanced to be within the range of beta 2-beta 3, stopping balancing;
β1<β2<β3<β4。
further, the trimming method further includes: monitoring the pressure value Pe of the air bag in real time during the trim of the airship;
when the pressure value Pe of the air bag is in the range of P1-P4, controlling the fan and the valve to work simultaneously;
when the pressure value Pe of the air bag rises to exceed P4, the fan is closed, the valve is only controlled to work until the pressure value Pe of the air bag drops to be less than or equal to P2, and the fan and the valve are controlled to work simultaneously again;
when the pressure value Pe of the air bag is reduced to be less than P1, the valve is closed to only control the fan to work until the pressure value Pe of the air bag is increased to be more than or equal to P3, and the fan and the valve are controlled to work simultaneously again;
P1<P2<P3<P4。
further, the method also comprises the steps of monitoring the fullness lambda 1 of the front ballonet and the fullness lambda 2 of the rear ballonet in real time; when either one of λ 1 or λ 2 reaches 1% or 100%, the trimming is stopped.
Further, when the pitch angle beta of the airship is larger than beta 4 and the airship tilts upwards, the steps a to d are repeatedly executed until the pitch angle of the airship is reduced to be less than or equal to beta 3;
step a: monitoring the pressure of the air bag, and if the pressure value Pe of the air bag is in the range of P1-P4, starting a front auxiliary air bag fan set and a rear auxiliary air bag valve set; entering the step b;
step b: continuously monitoring the pressure value of the air bag, entering the step c if the pressure value Pe of the air bag is increased to be larger than P4, and entering the step d if the pressure value Pe of the air bag is decreased to be smaller than P1; otherwise, continuing the step b;
step c: closing the front auxiliary air bag fan set and keeping the rear auxiliary air bag valve set open until the air bag pressure Pe is reduced to be less than or equal to P2, and opening the front auxiliary air bag fan set; returning to the step b;
step d: closing the rear auxiliary air bag valve group and keeping the front auxiliary air bag fan group to be opened until the air bag pressure Pe is increased to be more than or equal to P3, and opening the rear auxiliary air bag valve group; and returning to the step b.
Further, when the pitch angle beta of the airship is smaller than beta 1 and the airship is pitched downwards, the step e to the step h are repeatedly executed until the pitch angle of the airship is increased to be larger than or equal to beta 2;
step e: monitoring the pressure of the air bag, and if the pressure value Pe of the air bag is in the range of P1-P4, starting a front auxiliary air bag fan set and a rear auxiliary air bag valve set; entering step f;
step f: continuously monitoring the pressure value of the air bag, entering the step g if the pressure value Pe of the air bag is increased to be larger than P4, and entering the step h if the pressure value Pe of the air bag is decreased to be smaller than P1; otherwise, continuing the step f;
step g: closing the rear auxiliary air bag fan set and keeping the front auxiliary air bag valve set open until the air bag pressure value Pe is reduced to be less than or equal to P2, opening the rear auxiliary air bag fan set, and returning to the step f;
step h: and (f) closing the front auxiliary air bag valve group and keeping the rear auxiliary air bag fan group open until the air bag pressure value Pe rises to be greater than or equal to P3, opening the front auxiliary air bag fan group, and returning to the step f.
Further, β 1 ═ 15 °, β 2 ═ 5 °, β 3 ═ 5 °, and β 4 ═ 15 °.
Further, P1 is 270Pa, P2 is 340Pa, P3 is 430Pa, and P4 is 490 Pa.
The invention has the following effects:
the invention provides a trim method of an airship. The air volume ratio and the weight of the air inside the front and rear auxiliary air bags are adjusted by controlling the working states of a fan and a valve which are conventionally arranged on the airship, so that the gravity center and the air bag pressure of the airship are comprehensively controlled. The invention achieves the following effects:
1. the balancing method provided by the invention can be realized based on conventional self-owned equipment of the airship, and the balancing function of the airship can be realized without additionally adding equipment or systems. The airship meets the functional requirements, simultaneously reduces the complexity of the system and lightens the structural weight.
2. The balancing method provided by the invention is simple and convenient to operate, and when the software is set to be an automatic execution program, a driver does not need to manually adjust the posture of the airship any more when the airship is in a flat flying state, so that the operation burden of the driver is greatly reduced.
The balancing method provided by the invention further expands the pitching attitude adjusting capability of the airship, and the pitching attitude angle of the airship can be further increased by adopting the method under the condition that the control plane reaches the limit deflection and cannot meet the airship attitude adjusting requirement.
Detailed Description
The airship is in a front-rear double-auxiliary-airbag layout form, the front auxiliary airbag and the rear auxiliary airbag are respectively provided with the same number of fan sets and valve sets, and the flow of a single group of fans is approximate to or equal to that of a single group of valves.
A plurality of differential pressure sensors are arranged on the airship and used for measuring the pressure of the air bag, and the average value of the differential pressure sensors is taken as the pressure value Pe of the air bag participating in the automatic trim logic of the airship.
The airship is provided with a navigation attitude measuring system for measuring the pitching attitude angle beta of the airship.
The airship is provided with equipment for measuring the fullness of the front and rear ballonets, and the equipment is used for respectively measuring the fullness values lambda 1 and lambda 2 of the front and rear ballonets.
The airship flies below the pressure altitude, and when the pitch angle beta of the airship is within the range of beta 1-beta 4, automatic balancing is not carried out. Wherein β 1 is less than β 4.
The airship flies below the pressure altitude, and when the pitch angle beta is larger than beta 4 (pitch up), the airship starts a trim program to automatically reduce the pitch angle:
a) when the air bag pressure Pe is in the range of P1-P4, the front auxiliary air bag fan set and the rear auxiliary air bag valve set are started.
b) If the pressure Pe of the air bag rises to be greater than P4, the front auxiliary air bag fan set is closed, the rear auxiliary air bag valve set is kept opened, the pressure begins to drop at the moment, and when the pressure Pe of the air bag drops to be less than P2, the front auxiliary air bag fan set is restarted.
c) And if the air bag pressure Pe is reduced to be less than P1, closing the rear auxiliary air bag valve group, keeping the front auxiliary air bag fan group to be opened, starting to increase the air bag pressure Pe at the moment, and recovering to open the rear auxiliary air bag valve group when the air bag pressure Pe is increased to P3.
d) When the pitch angle is reduced from β 4 to β 3, the automatic trimming is stopped. Wherein beta 1 is less than beta 3, beta 3 is less than beta 4, P1 is less than P2, P2 is less than P3, and P3 is less than P4.
The airship flies below the pressure altitude, and when the pitch angle beta is smaller than beta 1 (downward pitching), the airship starts a trim program to automatically increase the pitch angle:
a) if the air bag pressure Pe is in the range of P1-P4, the front auxiliary air bag valve group and the rear auxiliary air bag fan group are opened.
b) If the air bag pressure Pe is increased to be greater than P4 in the state, the rear auxiliary air bag fan set is closed, the front auxiliary air bag valve set is kept opened, the pressure begins to drop at the moment, and the rear auxiliary air bag fan set is restored to be opened when the air bag pressure Pe is reduced to be less than P2.
c) If the air bag pressure Pe is reduced to be less than P1, closing the front auxiliary air bag valve group, keeping the rear auxiliary air bag fan group to be opened, starting to increase the air bag pressure Pe at the moment, and restoring to open the front auxiliary air bag valve group when the air bag pressure Pe is increased to P3.
d) When the pitch angle is increased from β 1 to β 2, the automatic trimming is stopped. Wherein beta 1 is less than beta 2, and beta 2 is less than beta 3.
Further, the front ballonet fullness is set to be lambda 1, the rear ballonet fullness is set to be lambda 2, and in the process of trimming the airship, when any one value of the lambda 1 and the lambda 2 reaches 1% or 100%, the trimming program is automatically terminated.
In this embodiment, the airship includes three air chambers, a front ballonet and a rear ballonet. The front and back auxiliary air bags are respectively provided with two groups of fans and two groups of valves, and the flow of the single group of fans is similar to that of the single group of valves. And when the pitching attitude angle of the airship is set to exceed the range of-15 degrees to 15 degrees, starting an automatic balancing program, namely, the beta 1 is equal to-15 degrees, and the beta 4 is equal to 15 degrees. The airship stops automatic trimming when trimming to beta 3-5 degrees in the upward pitching state, and stops automatic trimming when trimming to beta 2-5 degrees in the downward pitching state. In the balancing process, when the pressure of the air bag is in the range of 270 Pa-490 Pa, two groups of fans and valves of the front and rear auxiliary air bags are started, namely P1 is 270Pa, and P4 is 490 Pa; in the balancing process, the pressure of the air bag is greater than 490Pa, the two groups of fans which are started are closed, the pressure of the air bag is reduced at the moment, and the two groups of fans which are closed are re-started when the pressure is reduced to 340Pa, namely P2 is 340 Pa; during the balancing process, the air bag pressure is less than 270Pa, the two groups of opened valves are closed, the air bag pressure rises at the moment, and the two groups of closed valves are opened again when the pressure rises to 430Pa, namely P3 is 430 Pa.
Example one
In this embodiment, the airship measures the pitch attitude angle β, the airbag pressure Pe, the front ballonet fullness λ 1, and the rear ballonet fullness λ 2 with sensors, where β is 16 °, Pe is 450Pa, and λ 1 is λ 2 is 50%.
It is known that β > β 4, P1< Pe < P4. At the moment, the balancing program is automatically executed, two groups of fans of the front auxiliary air bag and two groups of valves of the rear auxiliary air bag are controlled to be opened, the air bag pressure Pe is basically maintained unchanged, the fullness lambda 1 of the front auxiliary air bag is increased, the fullness lambda 2 of the rear auxiliary air bag is reduced, and the pitching attitude angle beta of the airship is gradually reduced. The balancing procedure is stopped when β ≦ β 3 or λ 1 ═ 100% or λ 2 ═ 1%.
Example two
In this embodiment, the airship measures the pitch attitude angle β, the airbag pressure Pe, the front ballonet fullness λ 1, and the rear ballonet fullness λ 2 with sensors, where β is 16 °, Pe is 491Pa, and λ 1 is λ 2 is 50%.
It can be seen that β > β 4, Pe > P4. At the moment, the trim program is automatically executed, two groups of valves of the rear auxiliary air bag are controlled to be opened, the pressure Pe of the air bag is gradually reduced, when the Pe is less than or equal to P2, two groups of fans of the front auxiliary air bag are controlled to be opened, the pressure of the air bag is basically maintained unchanged, the fullness lambda 1 of the front auxiliary air bag is increased, the fullness lambda 2 of the rear auxiliary air bag is reduced, and the pitching attitude angle beta of the airship is gradually reduced. The balancing procedure is stopped when β ≦ β 3 or λ 1 ═ 100% or λ 2 ═ 1%.
EXAMPLE III
In this embodiment, the airship measures the pitch attitude angle β, the bladder pressure Pe, the front ballonet fullness λ 1, and the rear ballonet fullness λ 2 with sensors, where β is 16 °, Pe is 269Pa, and λ 1 is λ 2 is 50%.
It is understood that β > β 4, and Pe < P1. At the moment, the balancing program is automatically executed, the two groups of fans of the front auxiliary air bag are controlled to be started, the pressure Pe of the air bag is gradually increased, when the Pe is larger than or equal to P3, the two groups of valves of the rear auxiliary air bag are controlled to be started, the pressure of the air bag is basically maintained unchanged, the fullness lambda 1 of the front auxiliary air bag is increased, the fullness lambda 2 of the rear auxiliary air bag is reduced, and the pitching attitude angle beta of the airship is gradually reduced. The balancing procedure is stopped when β ≦ β 3 or λ 1 ═ 100% or λ 2 ═ 1%.
Example four
In this embodiment, the airship measures the pitch attitude angle β, the airbag pressure Pe, the front ballonet fullness λ 1, and the rear ballonet fullness λ 2 with sensors, where β is-16 °, Pe is 450Pa, and λ 1 is λ 2 is 50%.
It is known that β < β 1, P1< Pe < P4. At the moment, the balancing program is automatically executed, two groups of fans of the rear auxiliary air bag and two groups of valves of the front auxiliary air bag are controlled to be opened, the air bag pressure Pe is basically maintained unchanged, the fullness lambda 1 of the front auxiliary air bag is reduced, the fullness lambda 2 of the rear auxiliary air bag is increased, and the pitching attitude angle beta of the airship is gradually increased. The trim procedure is stopped when β ≧ β 2 or λ 1 ═ 1% or λ 2 ═ 100%.
EXAMPLE five
In this embodiment, the airship measures the pitch attitude angle β, the airbag pressure Pe, the front ballonet fullness λ 1, and the rear ballonet fullness λ 2 with sensors, where β is-16 °, Pe is 491Pa, and λ 1 is λ 2 is 50%.
It can be seen that β < β 1, Pe > P4. At the moment, the trim program is automatically executed, two groups of valves of the front auxiliary air bag are controlled to be opened, the pressure Pe of the air bag is gradually reduced, when the Pe is less than or equal to P2, two groups of fans of the rear auxiliary air bag are controlled to be opened, the pressure of the air bag is basically maintained unchanged, the fullness lambda 1 of the front auxiliary air bag is reduced, the fullness lambda 2 of the rear auxiliary air bag is increased, and the pitching attitude angle beta of the airship is gradually increased. The trim procedure is stopped when β ≧ β 2 or λ 1 ═ 1% or λ 2 ═ 100%.
EXAMPLE six
In this embodiment, the airship measures the pitch attitude angle β, the bladder pressure Pe, the front ballonet fullness λ 1, and the rear ballonet fullness λ 2 with sensors, where β is-16 °, Pe is 269Pa, and λ 1 is λ 2 is 50%.
It is known that β < β 1, Pe < P1. At the moment, the balancing program is automatically executed, the two groups of fans of the rear auxiliary air bag are controlled to be started, the pressure Pe of the air bag is gradually increased, when the Pe is larger than or equal to P3, the two groups of valves of the front auxiliary air bag are controlled to be started, the pressure of the air bag is basically maintained unchanged, the fullness lambda 1 of the front auxiliary air bag is reduced, the fullness lambda 2 of the rear auxiliary air bag is increased, and the pitching attitude angle beta of the airship is gradually increased. The trim procedure is stopped when β ≧ β 2 or λ 1 ═ 1% or λ 2 ═ 100%.
In the embodiment, the number of the fans and the valves which are opened simultaneously can be the same or different, the flow rates of the single-group fans and the single-group valves can be the same or different, and the inflation flow rate and the exhaust flow rate are only required to be close in the balancing process; in the balancing process, when Pe is less than P1, the opened valve may be closed, or the opened valve may not be closed, and when the opened valve is not closed, the number of fans for air inflation needs to be increased, that is, the air inflation flow needs to be ensured to be greater than the exhaust flow; in the balancing process, when Pe > P4, the started fan may be closed or not, and the number of valves for exhausting needs to be increased when the started fan is not closed, that is, the exhaust flow needs to be ensured to be larger than the inflation flow.
Claims (8)
1. A method of trim of an airship including an envelope and front and rear ballonets disposed within the envelope, the method comprising: monitoring the pitch angle beta of the airship;
when the pitch angle beta of the airship is larger than beta 4, the front ballonet is inflated by the fan, and the rear ballonet is exhausted by the valve;
when the pitch angle beta of the airship is smaller than beta 1, the valve is controlled to exhaust the front ballonet, and the fan is controlled to inflate the rear ballonet;
β1<β4。
2. the airship trim method of claim 1, wherein: when the pitching angle beta of the airship is balanced to be within the range of beta 2-beta 3, stopping balancing;
β1<β2<β3<β4。
3. the airship balancing method according to claim 2, characterized in that the balancing method further comprises: monitoring the pressure value Pe of the air bag in real time during the trim of the airship;
when the pressure value Pe of the air bag is in the range of P1-P4, controlling the fan and the valve to work simultaneously;
when the pressure value Pe of the air bag rises to exceed P4, the fan is closed, the valve is only controlled to work until the pressure value Pe of the air bag drops to be less than or equal to P2, and the fan and the valve are controlled to work simultaneously again;
when the pressure value Pe of the air bag is reduced to be less than P1, the valve is closed to only control the fan to work until the pressure value Pe of the air bag is increased to be more than or equal to P3, and the fan and the valve are controlled to work simultaneously again;
P1<P2<P3<P4。
4. the airship trim method of claim 3, wherein: the method also comprises the steps of monitoring the fullness lambda 1 of the front ballonet and the fullness lambda 2 of the rear ballonet in real time; when either one of λ 1 or λ 2 reaches 1% or 100%, the trimming is stopped.
5. The airship trim method of claim 3, wherein: when the pitch angle beta of the airship is larger than beta 4 and the airship pitches upwards, repeating the steps a to d until the pitch angle of the airship is reduced to be less than or equal to beta 3;
step a: monitoring the pressure of the air bag, and if the pressure value Pe of the air bag is in the range of P1-P4, starting a front auxiliary air bag fan set and a rear auxiliary air bag valve set; entering the step b;
step b: continuously monitoring the pressure value of the air bag, entering the step c if the pressure value Pe of the air bag is increased to be larger than P4, and entering the step d if the pressure value Pe of the air bag is decreased to be smaller than P1; otherwise, continuing the step b;
step c: closing the front auxiliary air bag fan set and keeping the rear auxiliary air bag valve set open until the air bag pressure Pe is reduced to be less than or equal to P2, and opening the front auxiliary air bag fan set; returning to the step b;
step d: closing the rear auxiliary air bag valve group and keeping the front auxiliary air bag fan group to be opened until the air bag pressure Pe is increased to be more than or equal to P3, and opening the rear auxiliary air bag valve group; and returning to the step b.
6. The airship trim method of claim 5, wherein: when the airship pitches the angle beta < beta 1 and pitches downwards, repeating the steps e-h until the pitch angle of the airship rises to be more than or equal to beta 2;
step e: monitoring the pressure of the air bag, and if the pressure value Pe of the air bag is in the range of P1-P4, starting a front auxiliary air bag fan set and a rear auxiliary air bag valve set; entering step f;
step f: continuously monitoring the pressure value of the air bag, entering the step g if the pressure value Pe of the air bag is increased to be larger than P4, and entering the step h if the pressure value Pe of the air bag is decreased to be smaller than P1; otherwise, continuing the step f;
step g: closing the rear auxiliary air bag fan set and keeping the front auxiliary air bag valve set open until the air bag pressure value Pe is reduced to be less than or equal to P2, opening the rear auxiliary air bag fan set, and returning to the step f;
step h: and (f) closing the front auxiliary air bag valve group and keeping the rear auxiliary air bag fan group open until the air bag pressure value Pe rises to be greater than or equal to P3, opening the front auxiliary air bag fan group, and returning to the step f.
7. The airship trim method of claim 2, wherein: β 1-15 °, β 2-5 °, β 3-5 °, β 4-15 °.
8. The airship trim method of claim 3, wherein: p1-270 Pa, P2-340 Pa, P3-430 Pa, and P4-490 Pa.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111256780.2A CN113978690B (en) | 2021-10-27 | 2021-10-27 | Airship balancing method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111256780.2A CN113978690B (en) | 2021-10-27 | 2021-10-27 | Airship balancing method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113978690A true CN113978690A (en) | 2022-01-28 |
| CN113978690B CN113978690B (en) | 2023-11-21 |
Family
ID=79742706
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111256780.2A Active CN113978690B (en) | 2021-10-27 | 2021-10-27 | Airship balancing method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113978690B (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11278391A (en) * | 1998-03-31 | 1999-10-12 | Ishikawajima Harima Heavy Ind Co Ltd | Attitude controlling method for airship and device thereof |
| US6698686B2 (en) * | 2001-05-11 | 2004-03-02 | Kawasaki Jukogyo Kabushiki Kaisha | Airship |
| CN203601556U (en) * | 2013-11-08 | 2014-05-21 | 湖南航天机电设备与特种材料研究所 | Airship multiple-auxiliary-airbag pressure adjustment device based on volume measurement |
| CN106927013A (en) * | 2017-02-28 | 2017-07-07 | 北京天恒长鹰科技股份有限公司 | The dirigible and its attitude adjusting method of adjust automatically flight attitude |
| CN111516850A (en) * | 2020-04-02 | 2020-08-11 | 湖南航天远望科技有限公司 | Control method for flight attitude and buoyancy of airship |
| CN112572755A (en) * | 2020-12-11 | 2021-03-30 | 中国特种飞行器研究所 | Cooperative control method for internal and external pressure difference and speed of stratospheric airship in ascending process |
-
2021
- 2021-10-27 CN CN202111256780.2A patent/CN113978690B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11278391A (en) * | 1998-03-31 | 1999-10-12 | Ishikawajima Harima Heavy Ind Co Ltd | Attitude controlling method for airship and device thereof |
| US6698686B2 (en) * | 2001-05-11 | 2004-03-02 | Kawasaki Jukogyo Kabushiki Kaisha | Airship |
| CN203601556U (en) * | 2013-11-08 | 2014-05-21 | 湖南航天机电设备与特种材料研究所 | Airship multiple-auxiliary-airbag pressure adjustment device based on volume measurement |
| CN106927013A (en) * | 2017-02-28 | 2017-07-07 | 北京天恒长鹰科技股份有限公司 | The dirigible and its attitude adjusting method of adjust automatically flight attitude |
| CN111516850A (en) * | 2020-04-02 | 2020-08-11 | 湖南航天远望科技有限公司 | Control method for flight attitude and buoyancy of airship |
| CN112572755A (en) * | 2020-12-11 | 2021-03-30 | 中国特种飞行器研究所 | Cooperative control method for internal and external pressure difference and speed of stratospheric airship in ascending process |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113978690B (en) | 2023-11-21 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US9745042B2 (en) | Airship including aerodynamic, floatation, and deployable structures | |
| CN101610947B (en) | Lenticular airship | |
| US7552893B2 (en) | Airship & method of operation | |
| AU2011279902B2 (en) | System and method for solar-powered airship | |
| AU2008287518B2 (en) | Lenticular airship and associated controls | |
| CN102341284B (en) | For extensively improve aerodynamic force and transport performance method, for realize described method (variant) the wing ground effect aircraft and for realize fly method | |
| US9561844B2 (en) | System and method for an air vehicle | |
| US6848647B2 (en) | Methods of buoyant and/or semi-buoyant (basb) vehicles utilizing basb in conjunction with pressurized fluid stream jet (pjet) and variously shaped bodies, wings, outriggers, and propulsion/repulsion configurations | |
| CN113978690A (en) | Airship balancing method | |
| US1853376A (en) | Airship | |
| CN111516850B (en) | Control method for flight attitude and buoyancy of airship | |
| CN105228900A (en) | The device of the speed during the aviation flight stage and relevant method of converting is become from space travel transition stage for controlling space shuttle | |
| JP3952255B2 (en) | Airship intake and exhaust method and apparatus | |
| CN113753214B (en) | Half-lift airship | |
| JP2001233294A (en) | Airship | |
| AU2012200617B2 (en) | Lenticular airship | |
| JP2023125464A (en) | airship | |
| AU2013257494B2 (en) | Lenticular Airship and Associated Controls | |
| Thompson | Design of small airship |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |