CN115042981A - Turbojet aircraft and driving method thereof - Google Patents
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/16—Aircraft characterised by the type or position of power plants of jet type
- B64D27/20—Aircraft characterised by the type or position of power plants of jet type within, or attached to, fuselages
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
- B64D33/04—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of exhaust outlets or jet pipes
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- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
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Abstract
The invention relates to the technical field of aircrafts, in particular to a turbojet aircraft and a driving method thereof. Turbojet aircraft, the aircraft includes fuselage, aircraft major control system, aircraft oil pump system and aircraft return bend vector rotation system, the aircraft major control system sets up at the fuselage intermediate position to be connected with aircraft oil pump system and aircraft return bend vector rotation system, the even distribution of aircraft oil pump system on the fuselage, with fuselage fixed connection, aircraft return bend vector rotation system sets up on four angles of fuselage, with aircraft oil pump system connection.
Description
Technical Field
The invention relates to the technical field of aircrafts, in particular to a turbojet aircraft and a driving method thereof.
Background
In the aircraft field, unmanned vehicles have the characteristics of small volume, flexible control and convenient carrying, and are widely applied to the fields of field surveying and mapping, material delivery, entertainment photography and the like. Among mainstream unmanned aerial vehicles, a rotor aircraft has the advantages of capability of taking off and landing vertically, simple structure, easiness in maintenance and the like, but the defects are particularly obvious, the load capacity is small, and the endurance time is short. Similarly, the fixed-wing aircraft has the advantages of long endurance, high flight efficiency and large load capacity, and has the disadvantages of run-up during takeoff, sliding during landing, requirement of sufficient ground field and airspace and requirement of people with operation experience for operation. Both types of aircraft have advantages and disadvantages, and therefore, a vertical take-off and landing fixed wing aircraft combining the characteristics of both types of aircraft is a popular object of current research.
The existing vertical take-off and landing fixed-wing aircraft is mainly a tilt rotor aircraft, has the characteristics of both the fixed-wing aircraft and the rotor aircraft, and has greatly improved performance compared with an independent aircraft. However, the tilt rotor aircraft adopts a power motor to realize vertical take-off and landing of the aircraft, and the load of the aircraft is also greatly limited.
Therefore, how to provide an aircraft solution to achieve vertical take-off and landing of an aircraft under a heavy load and complete delivery tasks is a problem to be solved by those in the art.
Disclosure of Invention
Aiming at the problems, the invention provides a turbojet aircraft and a driving method thereof, which can realize the vertical take-off and landing of the aircraft under the heavy load condition and complete the delivery task of goods.
In order to achieve the purpose, the invention adopts the following technical scheme:
the turbojet aircraft comprises an aircraft body, an aircraft main control system, an aircraft oil pump system and an aircraft elbow vector rotation system, wherein the aircraft main control system is arranged in the middle of the aircraft body and is connected with the aircraft oil pump system and the aircraft elbow vector rotation system;
the aircraft main control system is used for acquiring attitude and position information, receiving a control instruction of an operator and controlling the aircraft oil pump system and the elbow vector rotation system;
the aircraft oil pump system is used for providing oil required by the flight of the turbojet engine, and changing the oil quantity supplied to the turbojet engine according to the instruction of the aircraft main control system so as to change the thrust of the engine;
the elbow vector rotating system is used for changing the direction of an elbow at a nozzle of the turbojet engine and changing the angle of thrust of the turbojet engine relative to the aircraft by receiving signals of a main control system of the aircraft.
The further optimization of this technical scheme still includes the undercarriage, the undercarriage passes through the spring damping mode and sets up in the aircraft below.
Further optimization of this technical scheme, aircraft oil pump system is including setting up oil tank, oil pump, big turbojet engine and the little turbojet engine on the fuselage, and the oil tank passes through oil pipe and links to each other with the oil pump, also links to each other through oil pipe between oil pump and big turbojet engine and the little turbojet engine.
Further optimization of this technical scheme, aircraft return bend vector rotation system includes the base and verts the subassembly, and the base is fixed on the fuselage, the subassembly that verts includes steering wheel, first gear, second gear and return bend, and steering wheel, first gear, second gear are all fixed on the base, the first gear of steering wheel direct drive, and the second gear drives through first gear coupling, and the second gear is fixed on the return bend, makes the return bend can be rotatory along with the transmission of second gear.
The control method of the turbojet aircraft comprises the following steps,
step one, aiming at a turbojet aircraft, establishing a kinematic model thereof,
wherein the content of the first and second substances,
theta and psi are the angles of rotation of the aircraft around the directions of the x axis, the y axis and the z axis respectively,
θ (1) 、ψ (1) the angular velocities of the aircraft rotating around the directions of the x-axis, the y-axis and the z-axis, x (2) 、y (2) 、 z (2) 、
θ (2) 、ψ (2) Acceleration of the aircraft in the directions of the x-axis, the y-axis and the z-axis and angular acceleration of the aircraft rotating around the x-axis, the y-axis and the z-axis, I x 、I y 、I z The moment of inertia of the aircraft on the x axis, the y axis and the z axis respectively, m is the mass of the aircraft and the loaded goods, g is the gravity acceleration, l is the distance from the thrust action point to the center of mass, and F 0 Thrust of a large turbojet engine in the middle of an aircraft, F 1 、F 2 、F 3 、F 4 Thrust provided by four turbojet engines respectively, F being F 1 、F 2 、F 3 、F 4 Resultant force of alpha 1 、α 2 、α 3 、α 4 The four vector bent pipes are respectively rotated relative to the vertical direction;
step two, the force in the x-axis and y-axis directions provided by the bent pipe can be obtained through a vector rotation matrix, and the following is disclosed:
wherein, F x1 、F z1 The components of the elbow thrust in the x-axis direction and the z-axis direction at time t1, F x0 、F z0 Component force of the elbow thrust in the x-axis direction and the z-axis direction at the moment of t0, wherein alpha is the angle of the vector elbow rotating relative to the vertical direction;
step three, controlling an oil pump system through a PID controller to supply oil, so that the turbojet engine provides thrust F 0 、 F 1 、F 2 、F 3 、F 4 The thrust requirement of the flying of the aircraft is met, for the control of the attitude of the aircraft, the angle of the elbow relative to the vertical direction is changed by using the elbow vector rotation system, the change of the aircraft in the states of pitching, rolling, yawing and the like is realized, the acceleration and the angular acceleration of the aircraft on each axis are obtained through the comprehensive calculation of a PID (proportion integration differentiation) controller according to a kinematics model, and the control of the speed and the angular velocity of the aircraft is realized.
Compared with the prior art, the invention has the following beneficial effects: the invention provides a turbojet aircraft and a driving method thereof, wherein a vector rotation system of a nozzle elbow of a turbojet engine is used for driving four small turbojet engines to participate in the whole process of a flight task, so that the average load of a single turbojet engine is reduced, the working efficiency of the turbojet engine is improved, and the relative stability of the mass center position of the aircraft is ensured. The change of the flight attitude can be realized by changing the torque of the nozzle elbow of the turbojet engine. The rotation directions of the elbow pipes at the nozzle positions of the four turbojet engines of the aircraft are forward and backward, so that the length of the elbow pipe in the horizontal direction can be shortened as much as possible on the premise of not changing the thrust of the engine, and the torque of the elbow pipe and the energy loss of the engine are reduced. The vector rotation of the four vector bent pipes is controlled by matching the four steering engines with the gear set, so that the flexibility and flight stability of the control of the aircraft are improved. A large turbojet engine is arranged in the middle of the aircraft and used for providing main thrust for flight, so that enough thrust can be ensured to enable the aircraft to land safely when a certain small turbojet does not work, and the safety of the aircraft is improved.
Drawings
FIG. 1 is a schematic view of the general structure of the turbojet aircraft of the present invention;
FIG. 2 is a schematic top view of the turbojet vehicle of the present invention;
FIG. 3 is a schematic view of the vectoring system of the elbow at the nozzle of the turbojet aircraft engine of the present invention;
FIG. 4 is a schematic view of the curved pipe of the turbojet aircraft in three flight states, wherein (a) is a schematic view of a vertical take-off and landing state, (b) is a schematic view of a flat flight state, and (c) is a schematic view of a yaw state;
FIG. 5 is a schematic view of a body coordinate system B and a geodetic coordinate system E of the turbojet aircraft;
FIG. 6 is a control block diagram of an engine starting process of the turbojet aircraft;
FIG. 7 is a logic block diagram of a control system of the turbojet aircraft during flight.
1-a fuselage; 12-fuselage vents; 2-an aircraft master control system; 3-an aircraft oil pump system; 31-a fuel tank; 32-an oil pump; 33 large turbojet engines; 34 small turbojet engines; 4-a bent pipe vector control system; 41-a steering engine; 42-a first gear; 43-a second gear; 44-a bend pipe; 5-undercarriage.
Detailed Description
The following embodiments will explain specific driving modes of the present invention with reference to the drawings attached to the specification.
Fig. 1 is a general structural schematic diagram of a turbojet aircraft, fig. 2 is a side structural schematic diagram of the turbojet aircraft, and fig. 3 is a vector rotation system schematic diagram of an elbow at a nozzle of an engine of the turbojet aircraft. In the embodiment of the invention, in order to make the turbojet aircraft take off stably and safely and complete the transition from the vertical take-off and landing mode to the flat flight mode quickly, as shown in fig. 1 to 7, the invention provides the turbojet aircraft, which comprises a fuselage 1, an aircraft main control system 2, an aircraft oil pump system 3, an aircraft elbow vector rotation system 4 and a landing gear 5, wherein the aircraft main control system 2 is arranged in the middle of the fuselage and is connected with the aircraft oil pump system 3 and the aircraft elbow vector rotation system 4. The aircraft oil pump systems 3 are uniformly distributed on the fuselage 1 at the same distance from the master control system, and each oil pump system 3 is connected with the fuselage 1. Aircraft elbow vector rotation systems 4 are arranged at four corners of the fuselage 1 and are connected with the aircraft oil pump system 3.
The aircraft main control system is used for analyzing various attitude and position information acquired by the data acquisition system, receiving a control instruction of an operator and controlling the aircraft oil pump system and the elbow vector rotation system. The aircraft flight data acquisition system is used for acquiring information of sensors such as a gyroscope, a barometer and an accelerometer, and transmitting the information to the aircraft main control system after summarizing.
The aircraft oil pump system is used for providing oil required by the flight of the turbojet engine, and changing the oil quantity supplied to the turbojet engine according to the instruction of the aircraft main control system, so that the thrust of the engine is changed.
The elbow vector rotation system is used for changing the direction of an elbow at a nozzle of the turbojet engine and changing the angle of thrust of the turbojet engine relative to the aircraft by receiving signals of a main control system of the aircraft.
The aircraft master control system includes: flight control panel, remote control data receiver and ground monitoring station. After the aircraft control panel analyzes and resolves the data acquired by the data acquisition system, part of the data is transmitted to the ground terminal through the information transmission equipment so as to control the state of the aircraft through the ground platform monitoring and the remote controller.
The aircraft master control system further comprises: and after comprehensively resolving the data, inputting the data into an aircraft oil pump system and a bent pipe vector rotation system, and controlling the oil pump system and the bent pipe vector rotation system. The aircraft flight data acquisition system detects flight state information through sensors such as a magnetic sensor, a gyroscope, an acceleration sensor, an air pressure sensor, ultrasonic waves and a GPS signal sensor, and packages and transmits the information to an aircraft main control system. All oil pumps of the aircraft oil pump system can participate in the work in the whole process, continuously supply oil to each turbojet engine, and change the oil supply quantity according to the control instruction of the control system, so that the thrust of the turbojet engine is changed.
The aircraft fuselage 1 is provided with ventilation holes 12 for supplying air required for the operation of the turbojet engine. Aircraft fuselage 1 supports through undercarriage 5, and undercarriage 5 distributes in four directions of aircraft, adopts the spring shock attenuation mode setting, and the effectual aircraft that has reduced is facing the impact of fuselage when falling to the ground.
The aircraft main control system 2 is fixed in the middle of the interior of the aircraft body 1, is connected with the aircraft oil pump system 3 and the aircraft elbow vector rotation system 4, and controls the aircraft oil pump system 3 and the aircraft elbow vector rotation system 4 to achieve vertical take-off and landing and horizontal flight of the aircraft.
The aircraft oil pump system 3 comprises an oil tank 31, an oil pump 32, a large turbojet engine 33 and a small turbojet engine 34, wherein the oil tank 31 is mounted on an aircraft oil tank frame and is connected with the oil pump 32 through an oil pipe, and the oil pump 32 is also connected with the large turbojet engine 33 and the small turbojet engine 34 through oil pipes. When the aircraft flies, the oil inlet amount of the large turbojet engine 33 and the oil inlet amount of the small turbojet engine 34 are controlled through the oil pump system 3, so that the thrust force of the large turbojet engine 33 and the thrust force of the small turbojet engine 34 are controlled. The nozzle of the small turbojet engine 34 directly faces the elbow 44 in the aircraft elbow vector rotation system, and the direction of the airflow ejected by the small turbojet engine is changed through the aircraft elbow vector rotation system, so that the thrust direction of the small turbojet engine is changed.
The aircraft elbow vector rotating system 3 can rotate relative to the fuselage 1 and has a vertical take-off and landing state, a level flight state and a yawing state. When the elbow vector rotation system is in a vertical take-off and landing state, the elbow vector rotation system can be matched with the aircraft oil pump system 3 to provide power required by the aircraft vertical take-off and landing; when the elbow vector rotation system is in a flat flight state, the elbow vector rotation system can be matched with the aircraft oil pump system 3 to provide power required by the aircraft in the flat flight state; when the elbow vector rotating system is in a yawing state, the elbow vector rotating system can be matched with the aircraft oil pump system 3 to provide power required by yawing of the aircraft. The setting can make the smooth, safe takeoff of turbojet aircraft to accomplish the change from vertical take-off and landing mode to level flight mode fast.
Aircraft elbow vector rotation system 4 includes a base and a tilt assembly. The base is fixed on the machine body 1, the elbow 44 is connected with the base through a bearing, and the tilting assembly can drive the elbow to rotate between 0 and 360 degrees. The tilt assembly includes a steering gear 41, a first gear 42, a second gear 43 and an elbow 44, all of which are fixed to the base. The steering engine 41 directly drives the first gear 42, the second gear 43 is driven by the first gear 42 in a coupling manner, and the second gear 43 is fixed on the bent pipe 44, so that the bent pipe 44 can rotate along with the transmission of the second gear 43.
In the vector rotation of the elbow, the elbow is defined to face downward as the original direction, i.e. the 6 o' clock direction is 0 ° of the elbow. The thrust at the elbow pipe opening in the aircraft elbow pipe vector rotation system is consistent, when the aircraft is in a vertical take-off and landing state, in order to provide the maximum lift force, the rotation angles of the four elbow pipes are all 0 degrees, at this time, the oil inlet amount can be controlled through the oil pump system 3, so that the take-off and landing speed of the aircraft is controlled, refer to fig. 4, which is a schematic diagram of the turbojet aircraft elbow pipe in three flight states, as shown in fig. 4 (a); when the aircraft is in a level flight state, the size of the accelerator is fixed, and the main control system 2 calculates the angle of the bent pipe to be rotated according to the required flight speed, so as to drive the tilting assembly to complete the rotation of the bent pipe, as shown in fig. 4 (b); when the aircraft is in a yawing state, only one group of bent pipes on the diagonal line is in a rotating state, the other group of bent pipes is in an original direction, and the rotating directions of the two bent pipes in the rotating state are opposite, so that the two bent pipes are matched with each other to control the yawing speed, as shown in fig. 4 (c).
In the starting process of the turbojet engine, a throttle lever instruction is given, the engine is controlled through a PID controller, an igniter, an air valve, an oil pump and a starting motor are coordinated through a starting model, and all parts are controlled through a certain sequence, so that the turbojet engine is started. And the rotating speed of the turbojet engine is fed back to the starting controller, so that the rotating speed of the turbojet engine is controlled. Referring to FIG. 6, a control block diagram of an engine starting process for a turbojet aircraft is shown.
Referring to fig. 7, a logic block diagram of a control system of the turbojet aircraft during flight is shown. When the turbojet aircraft flies, the PID controller is mainly used for controlling the aircraft to fly, and the control quantity generated by the PID controller controls the fuel pump after servo amplification, so that the oil inlet quantity of the turbojet engine is controlled, and the rotating speed of the turbojet engine is further controlled. The rotating speed of the engine is fed back to the PID controller through a rotating speed negative feedback, so that the rotating speed of the turbojet engine is stably controlled, and the thrust of the engine is controlled.
Aiming at the specific control of the aircraft, the following steps are adopted:
step one, aiming at a turbojet aircraft, establishing a kinematic model thereof,
referring to fig. 5, a schematic diagram of a body coordinate system B and a ground coordinate system E of the turbojet aircraft is shown. The corresponding angles are shown in fig. 5, where,
theta and psi are the angles of the aircraft rotating around the directions of the x axis, the y axis and the z axis respectively;
θ (1) 、ψ (1) the angular speeds of the aircraft rotating around the directions of the x axis, the y axis and the z axis respectively; x is the number of (2) 、 y (2) 、z (2) 、
θ (2) 、ψ (2) The acceleration of the aircraft in the directions of an x axis, a y axis and a z axis and the angular acceleration of the aircraft rotating around the x axis, the y axis and the z axis respectively; i is x 、I y 、I z The rotational inertia of the aircraft on the x axis, the y axis and the z axis respectively; m is the mass of the aircraft and cargo carried; g is the acceleration of gravity; l is the distance from the thrust action point to the center of mass; f 1 、F 2 、F 3 、F 4 Thrust provided by four turbojet engines respectively; f is F 1 、F 2 、F 3 、 F 4 The resultant force of (a); alpha is alpha 1 、α 2 、α 3 、α 4 Respectively, the angles at which the four vectoring bends are rotated relative to the vertical.
And step two, the force in the x-axis direction and the y-axis direction provided by the bent pipe can be obtained through a vector rotation matrix.
Wherein, F x1 、F z1 Component force of elbow thrust in the x-axis direction and the z-axis direction at the time t 1; f x0 、F z0 Component force of elbow thrust in the x-axis direction and the z-axis direction at the time t 0; alpha is the angle of rotation of the vectoring elbow relative to the vertical.
Step three, controlling an oil pump system through a PID controller to supply oil, so that the turbojet engine provides thrust F 0 、 F 1 、F 2 、F 3 、F 4 And the requirement of the aircraft on the flying thrust is met. For the control of the attitude of the aircraft, the angle of the elbow relative to the vertical direction is changed by using the elbow vector rotation system, so that the transition of the aircraft in states of pitching, rolling, yawing and the like can be realized. According to the kinematics model, the acceleration and the angular acceleration of the aircraft on each axis can be obtained through the comprehensive calculation of the PID controller, and the control of the speed and the angular velocity of the aircraft is realized.
The innovation points are as follows:
the existing vertical take-off and landing fixed-wing aircraft is mainly a tilt rotor aircraft, has the characteristics of both the fixed-wing aircraft and the rotor aircraft, and has greatly improved performance compared with an independent aircraft. However, the tilt rotor aircraft adopts a power motor to realize vertical take-off and landing of the aircraft, and the load of the aircraft is also greatly limited.
The invention designs a novel vertical take-off and landing aircraft, which solves the problem that the conventional vertical take-off and landing aircraft cannot take off, land and fly under heavy load. The vertical take-off and landing aircraft designed by the invention utilizes the vector rotation system of the nozzle elbow of the turbojet engine to drive the four small turbojet engines to participate in the whole process of a flight task, so that the average load of a single turbojet engine is reduced, the working efficiency of the turbojet engine is improved, and the relative stability of the mass center position of the aircraft is ensured. The change of the flight attitude can be realized by changing the torque of the nozzle elbow of the turbojet engine. The rotation directions of the elbow pipes at the nozzle positions of the four turbojet engines of the aircraft are forward and backward, so that the length of the elbow pipe in the horizontal direction can be shortened as much as possible on the premise of not changing the thrust of the engine, and the torque of the elbow pipe and the energy loss of the engine are reduced. The vector rotation of the four vector bent pipes is controlled by matching the four steering engines with the gear set, so that the flexibility and flight stability of the control of the aircraft are improved. A large turbojet engine is arranged in the middle of the aircraft and used for providing main thrust for flight, so that enough thrust can be ensured to enable the aircraft to land safely when a certain small turbojet does not work, and the safety of the aircraft is improved.
Claims (5)
1. The turbojet aircraft is characterized by comprising an aircraft body, an aircraft main control system, an aircraft oil pump system and an aircraft elbow vector rotation system, wherein the aircraft main control system is arranged in the middle of the aircraft body and is connected with the aircraft oil pump system and the aircraft elbow vector rotation system;
the aircraft main control system is used for acquiring attitude and position information, receiving a control instruction of an operator and controlling the aircraft oil pump system and the elbow vector rotation system;
the aircraft oil pump system is used for providing oil required by the flight of the turbojet engine, and changing the oil quantity supplied to the turbojet engine according to the instruction of the aircraft main control system so as to change the thrust of the engine;
the elbow vector rotating system is used for changing the direction of an elbow at a nozzle of the turbojet engine and changing the angle of thrust of the turbojet engine relative to the aircraft by receiving signals of a main control system of the aircraft.
2. The turbojet aircraft of claim 1, further comprising a landing gear disposed below the aircraft in a spring-damped manner.
3. The turbojet aircraft of claim 1, wherein the aircraft oil pump system includes an oil tank, an oil pump, a large turbojet engine, and a small turbojet engine mounted to the fuselage, the oil tank being connected to the oil pump by an oil line, and the oil pump being connected to the large turbojet engine and the small turbojet engine by an oil line.
4. The turbojet aircraft of claim 1, wherein the vector rotation system for the elbow of the aircraft comprises a base and a tilting assembly, the base is fixed to the fuselage, the tilting assembly comprises a steering gear, a first gear, a second gear and an elbow, the steering gear, the first gear and the second gear are fixed to the base, the steering gear directly drives the first gear, the second gear is driven by the first gear in a coupled manner, and the second gear is fixed to the elbow so that the elbow can rotate along with the transmission of the second gear.
5. The turbojet aircraft control method of any of claims 1 to 5, characterized in that: comprises the following steps of (a) carrying out,
step one, aiming at a turbojet aircraft, establishing a kinematic model thereof,
wherein the content of the first and second substances,
theta and psi are the angles of rotation of the aircraft around the directions of the x axis, the y axis and the z axis respectively,
θ (1) 、ψ (1) the angular velocities of the aircraft rotating around the directions of the x-axis, the y-axis and the z-axis, x (2) 、y (2) 、z (2) 、
θ (2) 、ψ (2) Acceleration of the aircraft in the directions of the x-axis, the y-axis and the z-axis and angular acceleration of the aircraft rotating around the x-axis, the y-axis and the z-axis, I x 、I y 、I z The moment of inertia of the aircraft on the x axis, the y axis and the z axis respectively, m is the mass of the aircraft and the loaded goods, g is the gravity acceleration, l is the distance from the thrust action point to the center of mass, and F 0 Thrust of a large turbojet engine in the middle of an aircraft, F 1 、F 2 、F 3 、F 4 Thrust provided by four turbojet engines respectively, F being F 1 、F 2 、F 3 、F 4 Resultant force of alpha 1 、α 2 、α 3 、α 4 The angles of the four vector bent pipes which rotate relative to the vertical direction are respectively;
step two, the force in the x-axis and y-axis directions provided by the bent pipe can be obtained through a vector rotation matrix, and the following is disclosed:
wherein, F x1 、F z1 The components of the elbow thrust in the x-axis direction and the z-axis direction at time t1, F x0 、F z0 Component force of the elbow thrust in the x-axis direction and the z-axis direction at the moment of t0, wherein alpha is the angle of the vector elbow rotating relative to the vertical direction;
step three, controlling an oil pump system through a PID controller to supply oil, so that the turbojet engine provides thrust F 0 、F 1 、F 2 、F 3 、F 4 The thrust requirement of aircraft flight is met, for the control of the aircraft attitude, the angle of the elbow relative to the vertical direction is changed by using the elbow vector rotation system, the change of the aircraft in the states of pitching, rolling, yawing and the like is realized, the acceleration and the angular acceleration of the aircraft on each axis are obtained through the comprehensive solution of a PID (proportion integration differentiation) controller according to a kinematics model, and the control of the speed and the angular velocity of the aircraft is realizedAnd (5) preparing.
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
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| CN117369247A (en) * | 2023-12-08 | 2024-01-09 | 中山大学 | Time delay compensation and actuator distribution control method, device, equipment and medium |
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