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CN-121990150-A - Inner duct aerostat and attitude control method

CN121990150ACN 121990150 ACN121990150 ACN 121990150ACN-121990150-A

Abstract

The application provides an aerostat for an internal culvert and a navigation attitude control method, wherein the aerostat comprises the following components: the device comprises an inner channel body, an air bag, a first channel, an air nozzle group and an air injection adjusting assembly. The air bag is coated outside the inner duct body, the first duct is arranged on the inner duct body, the first end of the first duct is communicated with the atmosphere, an air inlet adjusting component is arranged at the first end of the first duct and used for adjusting the air inflow of the first duct to enable the first duct to form a pressure cabin to store energy, an air jet group is arranged on the inner duct body, each air jet in the air jet group is communicated with the first duct, and an air jet adjusting component is arranged on the inner duct body and used for adjusting the thrust generated by air jet of each air jet to control the movement of the aerostat and/or change the attitude. The aerostat has high integration level and quick response, and can realize fine moment control of the aerostat.

Inventors

  • MA MINGKAI

Assignees

  • 马铭楷

Dates

Publication Date
20260508
Application Date
20260312

Claims (10)

  1. 1. An interior culvert aerostat, comprising: An inner culvert body; The air bag is coated outside the inner channel body; The first culvert is arranged on the inner culvert body, the first end of the first culvert is communicated with the atmosphere, and an air inlet adjusting component is arranged at the first end of the first culvert and used for adjusting the air inlet amount of the first culvert so that the first culvert forms a pressure cabin to store energy; the air jet group is arranged on the inner duct body, and each air jet in the air jet group is communicated with the first duct; The jet regulating assembly is arranged on the inner channel body and is used for regulating the thrust generated by jet of each jet port so as to control the aerostat to move and/or change the navigation attitude.
  2. 2. The culvert aerostat of claim 1 wherein the intake air conditioning assembly includes at least one fan disposed in the culvert body and located at a first end of the first culvert.
  3. 3. The inclusion aerostat of claim 2, wherein, The air jet group comprises a first air jet, and the first air jet is arranged at the second end of the first duct; the jet adjusting assembly comprises a first valve body, the first valve body is arranged at the second end of the first duct, and the first valve body is used for adjusting the size of the through flow cross section of the through flow path when gas is discharged through the first jet port so as to control the size of thrust generated by the axial jet of the first jet port along the first duct.
  4. 4. The inclusion aerostat of claim 3, wherein, The air jet group comprises a plurality of second air jets; the inner duct body is provided with a first auxiliary duct group, the first auxiliary duct group comprises a plurality of second ducts, each second duct extends along the radial direction of the first duct, and each second air jet is communicated with the first duct through the corresponding second duct; The air injection adjusting assembly comprises second valve bodies, each second duct is provided with a second valve body, and the second valve bodies are used for adjusting the size of the through flow cross section of the second duct so as to control the thrust generated by radial air injection of the second air injection ports along the first duct; And/or The air jet group comprises a plurality of third air jets; the inner duct body is provided with a second auxiliary duct group, the second auxiliary duct group comprises a plurality of third ducts, each third duct extends along the radial direction of the first duct, and each third air jet is communicated with the first duct through the corresponding third duct; The air injection adjusting assembly comprises third valve bodies, each third duct is provided with a third valve body, and the third valve bodies are used for adjusting the size of the through flow cross section of each third duct so as to control the thrust generated by radial air injection of the third air injection port along the first duct.
  5. 5. The internal duct aerostat of claim 4, wherein the second ducts and the third ducts are four, the four second ducts are uniformly distributed along the circumference of the first duct, the four third ducts are uniformly distributed along the circumference of the first duct, and the second ducts and the third ducts are arranged in one-to-one correspondence along the axial direction of the first duct.
  6. 6. The inclusion aerostat of claim 5, it is characterized in that the method comprises the steps of, The gasbag includes a plurality of gas cells, the quantity of gas cell with the quantity of second air jet equals, the gas cell sets up the outside of interior channel body, and adjacent two gas cell interconnect, the second air jet reaches the third air jet all is located adjacent two between the gas cell.
  7. 7. The inclusion aerostat of claim 6, comprising a flight controller electrically connected to the drive mechanisms of the fan, first valve body, second valve body, and third valve body.
  8. 8. The inclusion aerostat of any of claims 1-7, comprising a tail disposed at the inclusion body second end.
  9. 9. An internal channel aerostat attitude control method applied to the internal channel aerostat of any one of claims 6-7, comprising the steps of: adjusting a fan to control the air inflow of the first duct, so that the first duct forms a pressure cabin to store energy; the opening degree of the second valve body is regulated so as to regulate the size of the cross section of the through flow of the gas flowing through the second duct, so that the thrust generated by the jet of the plurality of second jet ports is controlled to form a first resultant force; the opening degree of the third valve body is regulated so as to regulate the size of the cross section of the through flow of the gas flowing through the third duct, so that the thrust generated by the air injection of the plurality of third air injection ports is controlled to form a second resultant force; The first resultant force and the second resultant force are vector-superimposed to form a third resultant force and moment, and the inner culvert aerostat moves along the direction of the third resultant force under the action of the third resultant force and rotates under the action of the moment to adjust the navigation attitude.
  10. 10. The method for controlling the aviation attitude of an aerostat in an internal culvert according to claim 9, wherein, Before the aerostat is lifted, keeping the extending direction of the first duct to be the vertical direction, and inflating the air bag to provide a floating force for the aerostat; the air inflow of the first duct is controlled by adjusting the fan, the opening of the first valve body is adjusted to provide lifting force for the aerostat through air injection of the first air jet, and the aerostat ascends under the combined action of the floating force and the lifting force; And adjusting the aerostat to a stable flight state so that the extending direction of the first duct is a first horizontal direction, and the thrust generated by the air injection of each second air injection port has a component in the second horizontal direction and a component in the vertical direction.

Description

Inner duct aerostat and attitude control method Technical Field The application relates to the technical field of aviation, in particular to an internal channel aerostat and a navigation attitude control method. Background An aerostat is a flying platform which depends on air buoyancy to realize long-time air residence. The horizontal maneuvering and the attitude control of the traditional aerostat mainly depend on the following technical paths. First, the control is based on the vector thrust of the external propeller. The most common solution is to mount one or more propellers or ducted fans outside or at the tail of the aerostat for propulsion and to deflect the whole propulsion unit by mechanical means or to change the direction of the air flow with control surfaces for adjusting the thrust vector. The method is mature in technology, but has the remarkable limitations that firstly, a propeller can only provide thrust in a limited direction, mainly in an axial direction, a plurality of units are required to be arranged for realizing omnidirectional control, so that a system is complex, the weight is increased, the pneumatic interference is large, secondly, the response speed of a mechanical deflection mechanism is low, the inertia is large, the high-frequency and accurate fine adjustment of the navigation attitude is difficult to realize, and finally, the external propeller is easily disturbed by wind, and the control efficiency and stability in a complex airflow environment are reduced. Secondly, buoyancy and avionic attitude adjustment based on pressure difference among internal air bags is most commonly achieved by adjusting the pressure of auxiliary air bags in a plurality of independent air bags in an aerostat, and changing the volume distribution and the buoyancy center of the aerostat, so that pitching or rolling moment is generated to achieve avionic attitude adjustment. The method is essentially a static balancing means, and the generated control force is small, the response is extremely slow, and the requirements of dynamic maneuvering and position maintenance cannot be met completely. In summary, the aerostat control scheme in the prior art has contradiction between maneuverability, control precision and system efficiency, and high maneuverability often depends on a complex and heavy external vector propulsion system, while a simple system has poor maneuverability. This severely restricts the application of aerostats in advanced tasks requiring high precision fixed point hovering, agile obstacle avoidance, or complex trajectory tracking, etc. Disclosure of Invention The application discloses an inner culvert aerostat for realizing flight control and attitude adjustment through an inner culvert and an attitude adjustment method of the inner culvert aerostat. To achieve the above object, in a first aspect, the present application discloses an internal channel aerostat comprising: An inner culvert body; The air bag is coated outside the inner channel body; The first culvert is arranged on the inner culvert body, the first end of the first culvert is communicated with the atmosphere, and an air inlet adjusting component is arranged at the first end of the first culvert and used for adjusting the air inlet amount of the first culvert so that the first culvert forms a pressure cabin to store energy; the air jet group is arranged on the inner duct body, and each air jet in the air jet group is communicated with the first duct; The jet regulating assembly is arranged on the inner channel body and is used for regulating the thrust generated by jet of each jet port so as to control the aerostat to move and/or change the navigation attitude. In some embodiments, the intake air conditioning assembly includes at least one fan disposed at the inner duct body and at a first end of the first duct. In some embodiments, the group of gas nozzles includes a first gas nozzle disposed at a second end of the first duct; the jet adjusting assembly comprises a first valve body, the first valve body is arranged at the second end of the first duct, and the first valve body is used for adjusting the size of the through flow cross section of the through flow path when gas is discharged through the first jet port so as to control the size of thrust generated by the axial jet of the first jet port along the first duct. In some embodiments, the group of gas nozzles comprises a plurality of second gas nozzles; the inner duct body is provided with a first auxiliary duct group, the first auxiliary duct group comprises a plurality of second ducts, each second duct extends along the radial direction of the first duct, and each second air jet is communicated with the first duct through the corresponding second duct; The jet adjusting assembly comprises second valve bodies, each second duct is provided with a second valve body, and the second valve bodies are used for adjusting the size of the through flow cross section of each sec