CN109240323A - A kind of re-entry space vehicle reentry guidance method of real time parsing construction - Google Patents

A kind of re-entry space vehicle reentry guidance method of real time parsing construction Download PDF

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CN109240323A
CN109240323A CN201811302375.8A CN201811302375A CN109240323A CN 109240323 A CN109240323 A CN 109240323A CN 201811302375 A CN201811302375 A CN 201811302375A CN 109240323 A CN109240323 A CN 109240323A
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aircraft
drag acceleration
energy
acceleration
feature profile
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CN109240323B (en
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刘智勇
何英姿
范松涛
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Beijing Institute of Control Engineering
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Beijing Institute of Control Engineering
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
    • G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/10—Simultaneous control of position or course in three dimensions
    • G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft

Abstract

A kind of re-entry space vehicle reentry guidance method of real time parsing construction, it comprises the following steps that 1) after Flight Vehicle Trajectory inclination angle is zero, determine aircraft energy-drag acceleration corridor upper bound and corridor lower bound, 2) aircraft energy drag acceleration feature profile is generated, 3) aircraft energy drag acceleration feature profile is corrected, obtain the correction amount of aircraft energy drag acceleration feature profile, 4) analytic construction reentry guidance model, 5) it determines that aircraft angle of heel instructs, completes aircraft reentry guidance work.Method of guidance adaptive ability of the invention is strong, and precision is high, calculates simply, is easy to Project Realization.

Description

A kind of re-entry space vehicle reentry guidance method of real time parsing construction
Technical field
The present invention relates to a kind of re-entry space vehicle reentry guidance methods of real time parsing construction, belong to Guidance and control technology neck Domain, especially suitable for re-entry space vehicle, Control System for Reusable Launch Vehicle, hypersonic aircraft reentry stage guidance.
Background technique
Re-entry space vehicle (Aerospace Vehicle, ASV) can work in aviation field but also in space industry Course of new aircraft, it combines aeronautical technology and space technology.Re-entry space vehicle can the horizontal take-off as conventional airplane, with height Supersonic speed is flown in endoatmosphere, and can directly accelerate into Earth's orbit, becomes aerospace craft, after reentry, as Aircraft equally lands at an airport.
Reentry stage be re-entry space vehicle return landing mission an important stage, be re-entry space vehicle safely return with it is suitable The important leverage that benefit is landed.Reentry stage is located at after de-orbit phase, and before terminal area energy section, main purpose is gradually to dissipate The kinetic energy and potential energy of aircraft control aircraft with suitable height, speed and course and reach terminal area energy window.Allusion quotation The initial stage section flight of type originates in speed about 7511m/s, height above sea level about 120000m, ends at terminal area energy window, eventually Hold datum speed about 765m/s, terminal nominal height about 26700m.
Re-entry space vehicle re-entry flight height and speed variation are big, and state of flight variation is violent.Meanwhile it reentering dynamic The limitations such as pressure, overload and heat flow density are serious, determine that flight corridor is narrow, also deposit upper atmosphere environment and aerodynamic coefficient not The big problem of certainty, the feature that process constraints condition is strong and parameter uncertainty is big, Guidance and control difficulty are big.
Reentry guidance method is generally divided into standard trajectory guidance and prediction correction guidance two major classes.Standard trajectory method of guidance It is relatively low to the performance requirement of GNC controller by design guidance law with the pre-determined standard reentry trajectory of real-time tracking, but It is biggish initial track deviation and reenters the factors such as process environment disturbance and be affected, it is tight may result in guidance performance It degenerates again.Prediction correction method of guidance is then by predicting the drop point site deviation of reentry vehicle come real to progress is guidanceed command Shi Xiuzheng can significantly reduce influence of the various deviations to guidance performance in initial dispersion error and flight course, improve guidance Precision.Therefore, prediction correction guidance becomes the development trend of re-entry space vehicle reentry guidance method.However, a large amount of at present pre- Correction method of guidance is surveyed to establish on the basis of numerical integration trajectory, such method it is computationally intensive, to engineering construction Cause huge difficulty.
In engineering construction, space shuttle is calculated using the normal trajectory reentry guidance method based on drag acceleration section It measures small, interferes the lesser task that reenters to may be implemented preferably to guide effect initial error and process, and further apply In Hermes aircraft, X-33 aircraft.The normal trajectory based on drag acceleration section that space shuttle uses reenters system Guiding method is difficult to get rid of the inherent shortcoming of robustness and bad adaptability.To meet re-entry space vehicle of new generation to independence, accurate The rigors of property, safety and reliability, the research of a large amount of novel lift formula reentry guidance method has been carried out in countries in the world And verifying, it is typical for improved acceleration reentry guidance algorithm, but this method selects the resistance of three sections of linearity curves composition Power acceleration section limits the ablated configuration ability of aircraft, simultaneously because three sections of curves are discontinuous, be unfavorable for aircraft with Track refers to resistance profiles, in addition, when the searching algorithm used compares consumption machine.
Summary of the invention
Technology of the invention solves the problems, such as: in place of overcome the deficiencies in the prior art, providing a kind of real time parsing construction Re-entry space vehicle reentry guidance method, this method can obtain high guidance precision, improve the voyage in length and breadth of re-entry space vehicle On-line tuning ability, while calculating simply, Project Realization is easy.
The technical scheme is that
A kind of re-entry space vehicle reentry guidance method of real time parsing construction, comprises the following steps that
1) judge whether Flight Vehicle Trajectory inclination angle is zero, if Flight Vehicle Trajectory inclination angle is not zero, is entered step 2), if flying Row device trajectory tilt angle is zero, then enters step 3)；
2) will keep Flight Vehicle Trajectory inclination angle is zero as guidance information, and the guidance information is passed to flying vehicles control System, until being entered step 3) behind Flight Vehicle Trajectory inclination angle zero；
3) aircraft energy-drag acceleration corridor upper bound and corridor lower bound are determined, according to the aircraft energy-resistance The acceleration corridor upper bound and corridor lower bound generate aircraft energy drag acceleration feature profile；
4) aircraft energy drag acceleration feature profile is corrected, aircraft energy drag acceleration feature profile is obtained Correction amount；
5) according to the correction amount of aircraft energy drag acceleration feature profile, analytic construction reentry guidance model；
6) according to the reentry guidance model of the analytic construction, determine that aircraft angle of heel instructs；
7) the angle of heel instruction of the determination is sent to flight control system as guidance information, completes aircraft again Enter to guide work.
The step 3) determines that aircraft energy-drag acceleration corridor upper bound is determined according to following equalities, specifically:
Step 3) aircraft energy-drag acceleration corridor the lower bound is determining according to following equalities, specifically:
Wherein, qmaxFor max-Q constraint, nmaxIt is constrained for maximum overload,For the constraint of maximum heat flow density, DqmaxFor Aircraft energy-drag acceleration corridor upper bound under dynamic pressure constraint, DnmaxAdd for aircraft energy-resistance under overload constraint The speed corridor upper bound,For aircraft energy-drag acceleration corridor upper bound under heat flow density constraint constraint, DEQ minFor Aircraft energy-drag acceleration corridor lower bound under equilibrium glide constraint, CLFor aerodynamic lift coefficient, kQFor with outside aircraft The relevant constant parameter of shape, r are aircraft the earth's core away from SrefFor aircraft area of reference, m is vehicle mass, CDPneumatically to hinder Force coefficient, kQFor constant parameter relevant to aircraft shape, v is aircraft speed, and g is gravitational acceleration.
The aircraft energy drag acceleration feature profile that the step 3) generates, specifically:
According to the aircraft energy-drag acceleration corridor upper bound and corridor lower bound, using aircraft energy as abscissa, Using aircraft resistance acceleration as ordinate, aircraft energy drag acceleration feature profile is generated；
A) as E >=EcWhen, the aircraft energy drag acceleration feature profile includes n sections of conic sections, and n is positive whole Number；Wherein, the corresponding aircraft energy drag acceleration feature profile of i-th section of conic section, specifically:
Di0=Ci1E2+Ci2E+Ci3, Eif<E≤Eib；
Wherein, i=1,2,3 ..., n, Eif、EibThe final energy of respectively i-th drag acceleration conic section and rise Beginning energy, Ci1、Ci2And Ci3For the coefficient of i-th drag acceleration conic section, EcFor conic section and a curve separation Energy, E are aircraft energy；
B) as E < EcWhen, the aircraft energy drag acceleration feature profile is a curve, specially；
Wherein, DcFor EcThe corresponding aircraft resistance acceleration of point, DfFor EfThe corresponding aircraft resistance acceleration of point, EfFor Reenter the nominal energy of terminal, vfTo reenter terminal datum speed, hfTo reenter terminal nominal height, gfIt is nominal to reenter terminal Gravitational acceleration, ρfTo reenter the nominal atmospheric density of terminal.
The method of step 4) the amendment aircraft energy drag acceleration feature profile, specifically:
41) according to the aircraft energy drag acceleration feature profile, aircraft energy drag acceleration feature is determined The corresponding air mileage s of sectionD0；
42) determine aircraft initially to flight journey st0；
43) the aircraft energy drag acceleration feature profile that the step 3) generates is corrected, so that the step 41) is true Fixed sD0The s determined with the step 42)t0Unanimously, the revised aircraft energy drag acceleration feature is obtained to cut open Face.
The corresponding air mileage s of step 41) the aircraft energy drag acceleration feature profileD0, specifically:
Step 42) the aircraft is initially to flight journey st0, specifically:
st0=r0arccos(sinφ0sinφf+cosφ0cosφfcos(λf-λ0)),
Wherein, φfTo reenter the nominal latitude of terminal, λfTo reenter the nominal longitude of terminal, φ0Become cancellation for trajectory tilt angle When aircraft locating for latitude, λ0Longitude locating for aircraft, r when becoming cancellation for trajectory tilt angle0Become cancellation for trajectory tilt angle When aircraft the earth's core away from.
Step 5) the analytic construction reentry guidance model, specifically:
sDt=sD-st,
st=rarccos (sin φ sin φf+cosφcosφfcos(λf- λ)),
Wherein, θ is Flight Vehicle Trajectory inclination angle, u=cos σ, D0For under the corresponding initial resistance acceleration section of present energy Drag acceleration, D be aircraft resistance acceleration, Δ D be aircraft energy drag acceleration feature profile correction amount, L For aircraft lift acceleration, hsFor atmospheric density characteristic parameter, DN=Dl0+ Δ D, r be current flight device the earth's core away from；φ is to work as Preceding aircraft latitude；λ is current flight device longitude；
ENDetermine that method is as follows
A) as E > EcWhen:
EN=Ec,
B) work as Ef<En≤EcWhen:
EN=En,
The step 6) determines that aircraft angle of heel instructs specifically:
σ=σabsSign (σ),
σabs=arccos (u),
Wherein, a0> 0, a1> 0, a2> 0, ε0> 0, wherein G-1For the inverse matrix of G, sign () is sign function, σi-1For The angle of heel instruction in a upper guidance period, Δ ψdFor lateral position boundary, Δ ψ is lateral position
The advantages of the present invention over the prior art are that:
1) present invention is autonomously generated using drag acceleration feature profile, and real-time based on this drag acceleration section The error in the voyage adjustment mode of adjustment plays voyage deviation and exists so that drag acceleration section curve is continuous and easy to track The effect that line eliminates in real time, improves guidance precision；
2) present invention plays using based on the reentry guidance mode constructed in real time and improves robustness and adaptability, keep away The inherent shortcoming of traditional normal trajectory reentry guidance method is exempted from, the on-line tuning of the voyage in length and breadth ability of aircraft is strong and guides Precision is high；
3) present invention employs the modes of analytical Calculation real-time guidance parameter, reduce wanting for winged control machine data operation ability Ask, avoid numerical prediction correction it is computationally intensive so that this method is easy to engineering construction.
Detailed description of the invention
Fig. 1 is method flow diagram；
Fig. 2 is aircraft energy-drag acceleration corridor schematic diagram of the embodiment of the present invention；
Fig. 3 is the lateral position boundary schematic diagram of the embodiment of the present invention；
Fig. 4 is the rate curve of the embodiment of the present invention；
Fig. 5 is the whole altitude curve of the embodiment of the present invention；
Fig. 6 is the whole ground geometric locus of the embodiment of the present invention；
Fig. 7 is the overall trajectory tilt curves of the embodiment of the present invention；
Fig. 8 is the whole angle of heel instruction of the embodiment of the present invention；
Fig. 9 is the whole drag acceleration curve of the embodiment of the present invention.
Specific embodiment
Until trajectory tilt angle size is reduced to zero since reentry guidance, for aircraft's flight track pull-up section；It navigates from aircraft Mark pull-up section terminates to aircraft energy to reduce to final energy is reentered, and is aircraft gliding flight section.
As shown in Figure 1, a kind of re-entry space vehicle reentry guidance method of real time parsing construction, comprises the following steps that
1) judge whether Flight Vehicle Trajectory inclination angle is zero, if Flight Vehicle Trajectory inclination angle is not zero, the flight rank of aircraft Section is track pull-up section, is entered step 2), if Flight Vehicle Trajectory inclination angle is zero, the mission phase of aircraft is gliding flight 3) section, enters step；
2) will keep Flight Vehicle Trajectory inclination angle is zero as guidance information, and the guidance information is passed to flying vehicles control System, until being entered step 3) behind Flight Vehicle Trajectory inclination angle zero；
3) aircraft energy-drag acceleration corridor upper bound and corridor lower bound are determined, according to the aircraft energy-resistance The acceleration corridor upper bound and corridor lower bound generate aircraft energy drag acceleration feature profile；
4) aircraft energy drag acceleration feature profile is corrected, aircraft energy drag acceleration feature profile is obtained Correction amount；
5) according to the correction amount of aircraft energy drag acceleration feature profile, i.e., according to current flight after the amendment of acquisition Influence of the device energy drag acceleration feature profile to voyage deviation, analytic construction reentry guidance model；
6) according to the reentry guidance model of the analytic construction, determine that aircraft angle of heel instructs；
7) the angle of heel instruction of the determination is sent to flight control system as guidance information, completes aircraft again Enter to guide work.
Step 3) determines that aircraft energy-drag acceleration corridor upper bound is determined according to following equalities, specifically:
Step 3) aircraft energy-drag acceleration corridor the lower bound is determining according to following equalities, specifically:
Wherein, qmaxFor max-Q constraint, nmaxIt is constrained for maximum overload,For the constraint of maximum heat flow density, DqmaxFor Aircraft energy-drag acceleration corridor upper bound under dynamic pressure constraint, DnmaxAdd for aircraft energy-resistance under overload constraint The speed corridor upper bound,For aircraft energy-drag acceleration corridor upper bound under heat flow density constraint constraint, DEQ minFor Aircraft energy-drag acceleration corridor lower bound under equilibrium glide constraint, CLFor aerodynamic lift coefficient, kQFor with outside aircraft The relevant constant parameter of shape, r are aircraft the earth's core away from SrefFor aircraft area of reference, m is vehicle mass, CDPneumatically to hinder Force coefficient, kQFor constant parameter relevant to aircraft shape, v is aircraft speed, and g is gravitational acceleration.
Aircraft energy drag acceleration feature profile is with aircraft energyFor abscissa, aircraft Drag accelerationFor a continuous and derivable curve of ordinate, specifically by multiple smooth continuous secondary Curve and a curve composition, smooth curve are located at step 3 and determine under aircraft energy-drag acceleration corridor upper bound and corridor Inside boundary's range.Wherein, v is aircraft speed, and g is gravitational acceleration, and h is aircraft altitude, atmospheric density ρ0For sea-level atmosphere density, hsFor Atmospheric Characteristics constant, SrefFor aircraft area of reference, m is vehicle mass, CDIt is pneumatic Resistance coefficient.
The aircraft energy drag acceleration feature profile that step 3) generates, specifically: according to the aircraft energy-resistance The power acceleration corridor upper bound and corridor lower bound, it is raw using aircraft resistance acceleration as ordinate using aircraft energy as abscissa At aircraft energy drag acceleration feature profile；
A) as E >=EcWhen, the aircraft energy drag acceleration feature profile includes n sections of conic sections, and n is positive whole Number；Wherein, the corresponding aircraft energy drag acceleration feature profile of i-th section of conic section, specifically:
Di0=Ci1E2+Ci2E+Ci3, Eif<E≤Eib；
Wherein, i=1,2,3 ..., n, Eif、EibThe final energy of respectively i-th drag acceleration conic section and rise Beginning energy, Ci1、Ci2And Ci3For the coefficient of i-th drag acceleration conic section, EcFor conic section and a curve separation Energy, E are aircraft energy；Ci1、Ci2And Ci3By EifCorresponding drag acceleration Dif、EibCorresponding drag acceleration DibAnd Eim(Eif<Eim≤Eib) corresponding drag acceleration Dim, the determination of these three characteristic points.Using the drag acceleration curve, can count Calculate corresponding air mileage are as follows:
B) as E < EcWhen, the aircraft energy drag acceleration feature profile is a curve, specially；
Wherein, DcFor EcThe corresponding aircraft resistance acceleration of point, DfFor EfThe corresponding aircraft resistance acceleration of point, EfFor Reenter the nominal energy of terminal, vfTo reenter terminal datum speed, hfTo reenter terminal nominal height, gfIt is nominal to reenter terminal Gravitational acceleration, ρfTo reenter the nominal atmospheric density of terminal.Using the drag acceleration curve, corresponding flight boat can be calculated Journey are as follows:
The method that step 4) corrects aircraft energy drag acceleration feature profile, specifically:
41) according to the aircraft energy drag acceleration feature profile, aircraft energy drag acceleration feature is determined The corresponding air mileage s of sectionD0；
42) determine aircraft initially to flight journey st0；
43) the aircraft energy drag acceleration feature profile that the step 3) generates is corrected, so that the step 41) is true Fixed sD0The s determined with the step 42)t0Unanimously, the revised aircraft energy drag acceleration feature is obtained to cut open Face.
The corresponding air mileage s of step 41) aircraft energy drag acceleration feature profileD0, specifically:
Step 42) aircraft is initially to flight journey st0, specifically:
st0=r0arccos(sinφ0sinφf+cosφ0cosφfcos(λf-λ0)),
Wherein, φfTo reenter the nominal latitude of terminal, λfTo reenter the nominal longitude of terminal, φ0Become cancellation for trajectory tilt angle When aircraft locating for latitude, λ0Longitude locating for aircraft, r when becoming cancellation for trajectory tilt angle0Become cancellation for trajectory tilt angle When aircraft the earth's core away from.
Step 43) corrects the aircraft energy drag acceleration feature profile that the step 3) generates, so that the step 41) s determinedD0The s determined with the step 42)t0Unanimously, it is special to obtain the revised aircraft energy drag acceleration Section is levied, specifically:
431) by adjusting E in each quadratic coefficientsifCorresponding drag acceleration Dif、EibCorresponding drag acceleration Dib And Eim(Eif<Eim≤Eib) corresponding drag acceleration Dim, finally make the aircraft energy drag acceleration feature generated The corresponding air mileage s of sectionD0With to flight journey st0Unanimously, i.e. sD0=st0.Meanwhile it should ensure that the characteristic point of selection fits Drag acceleration curve between have continuity；
432) it obtains voyage and matches corresponding EifCorresponding drag acceleration Dif、EibCorresponding drag acceleration DibAnd Eim(Eif<Eim≤Eib) corresponding drag acceleration Dim, determined according to above-mentioned coefficient, Ci1、Ci2And Ci3Accelerate for i-th resistance Spend the coefficient of conic section.Obtain the final result of feature profile.
Correction amount of the step 5) according to aircraft energy drag acceleration feature profile, analytic construction reentry guidance model, Specifically:
51) current flight device energy drag acceleration feature profile and again real-time adjustment dDDCAircraft energy resistance afterwards Acceleration signature section formula are as follows:
511) as E >=EcWhen, i-th drag acceleration curve in current drag acceleration section are as follows:
Di=Di0+ΔD,Eif<E≤Eib；
Wherein, Δ D is the correction amount of aircraft energy drag acceleration feature profile, and current flight device energy resistance accelerates Degree feature profile adjusts dD in real time againDCI-th drag acceleration section afterwards are as follows:
DiC=Di0+ΔD+dDDC, Eif<E≤Eib；
512) as E < EcWhen, current drag acceleration section are as follows:
Wherein, EcFor preset conic section and a curve separation energy, EnFor present energy, work as En≤Ef When, Dl=Df；Work as Ef<En≤EcWhen, EN=En；En> EcWhen, EN=Ec.Δ D is ENLocate aircraft energy drag acceleration feature The correction amount of section.In ENPlace adjusts dD in real time againDC, and keep drag acceleration at final energy point constant, in real time after adjustment A drag acceleration curve are as follows:
513) current drag acceleration section corrects dD in real timeDCInfluence to voyage deviation are as follows:
Wherein, sDt=sD-st, sDFor the corresponding air mileage of current drag acceleration, stFor currently to flight journey,For The drag acceleration change rate that navigation system provides.
st=rarccos (sin φ sin φf+cosφcosφfcos(λf- λ)),
Wherein, r be current flight device the earth's core away from；φ is current flight device latitude；λ is current flight device longitude, works as flight Device present energy En≤EifWhen, EiN=Eif；Work as Eif<En≤EibWhen, EiN=En；En> EibWhen, EiN=Eib。
52) longitudinal direction is reentered according to influence of the adjustment drag acceleration section to aircraft voyage deviation, analytic construction in real time Model is guided, method particularly includes:
sDt=sD-st,
st=rarccos (sin φ sin φf+cosφcosφfcos(λf- λ)),
Wherein, θ is Flight Vehicle Trajectory inclination angle, u=cos σ, D0For under the corresponding initial resistance acceleration section of present energy Drag acceleration, D be aircraft resistance acceleration, Δ D be aircraft energy drag acceleration feature profile correction amount, L For aircraft lift acceleration, hsFor atmospheric density characteristic parameter, DN=Dl0+ Δ D, r be current flight device the earth's core away from；φ is to work as Preceding aircraft latitude；λ is current flight device longitude；
ENDetermine that method is as follows:
A) as E > EcWhen:
EN=Ec,
B) work as Ef<En≤EcWhen:
EN=En,
Step 6) determines that aircraft angle of heel instructs specifically:
σ=σabsSign (σ),
σabs=arccos (u),
Wherein, a0> 0, a1> 0, a2> 0, ε0> 0, wherein G-1For the inverse matrix of G, sign () is sign function, σi-1For The angle of heel instruction in a upper guidance period, Δ ψdFor lateral position boundary, Δ ψ is lateral position.
Embodiment
Primary condition are as follows: elemental height 120000m, initial velocity 7511.4m/s, -1.1 ° of initial trajectory inclination angle are initial to navigate 46.3 ° of mark azimuth, 15.589 ° of initial longitude, 8.370 ° of initial latitude.
Terminal condition are as follows: terminal height 26740m, 85.668075 ° of terminal longitude, 42.194275 ° of terminal latitude, terminal Ground velocity 765.8m/s, -8.5 ° of terminal trajectory tilt angle, 0 ° of terminal flight path azimuthangle.
Process constraints: max-Q constrains 12000Pa, and maximum overload constrains 2.5g, and stationary point heat flow density constrains 800kW/ m2.Fig. 5 is the present embodiment whole process altitude curve, and Fig. 6 is the present embodiment whole ground geometric locus, and Fig. 7 is the present embodiment whole process bullet Road inclination curve, Fig. 8 are the whole track drift angle curve of the present embodiment, and Fig. 9 is the whole drag acceleration of the present embodiment Curve.
The specific steps of the present invention are as follows:
The determination of step 1) aircraft energy-drag acceleration corridor, specifically:
Wherein, qmax=12000Pa, nmax=2.5g,Aircraft energy-drag acceleration is walked Corridor is specifically as shown in Figure 2.
Step 3) generates aircraft energy drag acceleration feature profile abbreviation drag acceleration section, method particularly includes:
31) as E >=Ec(Ec=4.4 × 106) when, it is conic section section, is spliced by a plurality of conic section, specifically:
Using the drag acceleration curve, corresponding air mileage can be calculated are as follows:
32) as E < EcWhen, it is a curved section, is made of a curve, specifically:
Wherein, Dc=12.45, Df=7.3081, Ef=5.5306 × 105.Using the drag acceleration curve, can calculate Corresponding air mileage out are as follows:
sf0=3.6710 × 105,
Step 41) calculates the air mileage under the drag acceleration curve using following formula:
sD0=3.47539 × 106,
Step 42) is calculated using following formula initially to flight journey st0:
st0=r0arccos(sinφ0sinφf+cosφ0cosφfcos(λf-λ0)),
Wherein: φf=42.194275 °, λf=85.668075 °, φ0=24.858637 °, λ0=37.355623 °, r0= 6.457264956×106。
Step 43) is by adjusting E in each quadratic coefficientsifCorresponding drag acceleration Dif、EibCorresponding drag acceleration DibAnd Eim(Eif<Eim≤Eib) corresponding drag acceleration Dim, finally make the aircraft energy drag acceleration generated special Levy the corresponding air mileage s of sectionD0With to flight journey st0Unanimously, i.e. sD0=st0.Meanwhile it should ensure that the characteristic point fitting of selection There is continuity between drag acceleration curve out.
That finally chooses reenters drag acceleration characteristic point and aircraft energy drag acceleration feature profile specifically such as Fig. 2 It is shown.
The step 4), step 5) are corrected inclined to voyage in real time according to current flight device energy drag acceleration feature profile The influence of difference adjusts aircraft energy drag acceleration feature profile in real time, and analytic construction reenters longitudinal guidance model, specific side Method are as follows:
51) according to the corresponding air mileage of current flight device energy drag acceleration feature profile and currently to flight journey The case where deviation, adjusts aircraft energy drag acceleration feature profile in real time, and calculates the shadow to aircraft voyage deviation It rings.Current flight device energy drag acceleration feature profile and again real-time adjustment dDDCAircraft energy drag acceleration afterwards is special Levy section formula are as follows:
511) as E >=EcWhen, i-th drag acceleration curve in current drag acceleration section are as follows:
Di=Di0+ Δ D, Eif<E≤Eib；
Wherein, Δ D is have been corrected amount of the current drag acceleration section relative to drag acceleration feature profile.It is current to fly Row device energy drag acceleration feature profile adjusts dD in real time againDCI-th drag acceleration section afterwards are as follows:
DiC=Di0+ΔD+dDDC, Eif<E≤Eib；
512) as E < EcWhen, current drag acceleration section are as follows:
Wherein, work as En≤Ef(EnFor present energy) when, Dl=Df；Work as Ef<En≤EcWhen, EN=En；En> EcWhen, EN=Ec。 Δ D is ENLocate have been corrected amount of the current drag acceleration relative to drag acceleration feature profile.In ENPlace's adjustment in real time again dDDC, and keep drag acceleration at final energy point constant, a real-time drag acceleration curve adjusted are as follows:
Current drag acceleration section corrects dD in real timeDCInfluence to voyage deviation are as follows:
Wherein, sDt=sD-st, sDFor the corresponding air mileage of current drag acceleration, stFor currently to flight journey.
st=rarccos (sin φ sin φf+cosφcosφfcos(λf- λ)),
Wherein, r is current flight device the earth's core away from φ is current flight device latitude, and λ is current flight device longitude, sinFor energy Amount is more than or equal to EcThe corresponding air mileage of i-th drag acceleration section in part, specifically:
Wherein, as aircraft present energy En≤EifWhen, EiN=Eif；Work as Eif<En≤EibWhen, EiN=En；En> EibWhen, EiN=Eib。
sfnIt is less than E for energycThe corresponding air mileage of the corresponding resistance due to curvature acceleration section in part, specifically:
Influence according to real-time adjustment drag acceleration section to aircraft voyage deviation, analytic construction reenter longitudinal guidance Model, method particularly includes:
Influence according to real-time adjustment drag acceleration section to aircraft voyage deviation, obtain analytic construction reenters system Guided mode type are as follows:
Wherein,G=μDG0,θ is Flight Vehicle Trajectory inclination angle, U=cos σ, D0For the drag acceleration under the corresponding initial resistance acceleration section of present energy, Wherein, DN=Dl0+ Δ D, aircraft speed v curve are as shown in Figure 4.
AndAnalytical Solution formula be respectively as follows:
A) energy is more than or equal to EcI-th drag acceleration section curve in part:
B) energy is less than EcPart:
Step 6) reenters longitudinal guidance model according to analytic construction, determines that aircraft longitudinal guidance is restrained, and calculate and incline Side angle instruction size, method particularly includes:
61) the reentry guidance model for utilizing analytic construction, what is obtained reenters longitudinal guidance rule are as follows:
Wherein, a0=0.0001, a1=0.1, a2=0.01, ε0=1.
62) according to u, angle of heel instruction size calculation formula is calculated are as follows:
σabs=arccos (u),
The step 6) is restrained using lateral guidance, according to lateral position error, determines the positive and negative values of angle of heel instruction in real time, Method particularly includes:
Wherein, sign () is sign function, σi-1For the angle of heel instruction in a upper guidance period, Δ ψdFor lateral position side Boundary is specific as shown in figure 3, Δ ψ is lateral position.
The step 6) finally instructs according to angle of heel instruction size and angle of heel positive and negative, obtains angle of heel instruction results As shown in figure 8, method particularly includes:
σ=σabssign(σ)。
The content that description in the present invention is not described in detail belongs to the well-known technique of professional and technical personnel in the field.

Claims (8)

1. a kind of re-entry space vehicle reentry guidance method of real time parsing construction, which is characterized in that comprise the following steps that
1) judge whether Flight Vehicle Trajectory inclination angle is zero, if Flight Vehicle Trajectory inclination angle is not zero, is entered step 2), if aircraft Trajectory tilt angle is zero, then enters step 3)；
2) will keep Flight Vehicle Trajectory inclination angle is zero as guidance information, and the guidance information is passed to flying vehicles control system System, until being entered step 3) behind Flight Vehicle Trajectory inclination angle zero；
3) aircraft energy-drag acceleration corridor upper bound and corridor lower bound are determined, is accelerated according to the aircraft energy-resistance The corridor upper bound and corridor lower bound are spent, aircraft energy drag acceleration feature profile is generated；
4) aircraft energy drag acceleration feature profile is corrected, the amendment of aircraft energy drag acceleration feature profile is obtained Amount；
5) according to the correction amount of aircraft energy drag acceleration feature profile, analytic construction reentry guidance model；
6) according to the reentry guidance model of the analytic construction, determine that aircraft angle of heel instructs；
7) the angle of heel instruction of the determination is sent to flight control system as guidance information, completes aircraft and reenters system Lead work.
2. a kind of re-entry space vehicle reentry guidance method of real time parsing construction according to claim 1, which is characterized in that The step 3) determines that aircraft energy-drag acceleration corridor upper bound is determined according to following equalities, specifically:
Step 3) aircraft energy-drag acceleration corridor the lower bound is determining according to following equalities, specifically:
Wherein, qmaxFor max-Q constraint, nmaxIt is constrained for maximum overload,For the constraint of maximum heat flow density, DqmaxFor dynamic pressure Aircraft energy-drag acceleration corridor upper bound under constraint, DnmaxFor aircraft energy-drag acceleration under overload constraint The corridor upper bound,For aircraft energy-drag acceleration corridor upper bound under heat flow density constraint constraint, DEQminFor balance Aircraft energy-drag acceleration corridor lower bound under gliding constraint, CLFor aerodynamic lift coefficient, kQFor with aircraft shape phase The constant parameter of pass, r are aircraft the earth's core away from SrefFor aircraft area of reference, m is vehicle mass, CDFor aerodynamic drag system Number, kQFor constant parameter relevant to aircraft shape, v is aircraft speed, and g is gravitational acceleration.
3. a kind of re-entry space vehicle reentry guidance method of real time parsing construction according to claim 2, which is characterized in that The aircraft energy drag acceleration feature profile that the step 3) generates, specifically:
According to the aircraft energy-drag acceleration corridor upper bound and corridor lower bound, using aircraft energy as abscissa, to fly Row device drag acceleration is ordinate, generates aircraft energy drag acceleration feature profile；
A) as E >=EcWhen, the aircraft energy drag acceleration feature profile includes n sections of conic sections, and n is positive integer；Its In, the corresponding aircraft energy drag acceleration feature profile of i-th section of conic section, specifically:
Di0=Ci1E2+Ci2E+Ci3, Eif<E≤Eib；
Wherein, i=1,2,3 ..., n, Eif、EibThe final energy and threshold energy of respectively i-th drag acceleration conic section Amount, Ci1、Ci2And Ci3For the coefficient of i-th drag acceleration conic section, EcFor conic section and a curve separation energy Amount, E are aircraft energy；
B) as E < EcWhen, the aircraft energy drag acceleration feature profile is a curve, specially；
Wherein, DcFor EcThe corresponding aircraft resistance acceleration of point, DfFor EfThe corresponding aircraft resistance acceleration of point, EfTo reenter The nominal energy of terminal, vfTo reenter terminal datum speed, hfTo reenter terminal nominal height, gfTo reenter the nominal gravitation of terminal Acceleration, ρfTo reenter the nominal atmospheric density of terminal.
4. a kind of re-entry space vehicle reentry guidance method of real time parsing construction according to claim 3, which is characterized in that The method of step 4) the amendment aircraft energy drag acceleration feature profile, specifically:
41) according to the aircraft energy drag acceleration feature profile, aircraft energy drag acceleration feature profile is determined Corresponding air mileage sD0；
42) determine aircraft initially to flight journey st0；
43) the aircraft energy drag acceleration feature profile that the step 3) generates is corrected, so that the step 41) determined sD0The s determined with the step 42)t0Unanimously, the revised aircraft energy drag acceleration feature profile is obtained.
5. a kind of re-entry space vehicle reentry guidance method of real time parsing construction according to claim 4, which is characterized in that The corresponding air mileage s of step 41) the aircraft energy drag acceleration feature profileD0, specifically:
6. a kind of re-entry space vehicle reentry guidance method of real time parsing construction, special according to one of claim 4 or 5 Sign is that the step 42) aircraft is initially to flight journey st0, specifically:
st0=r0arccos(sinφ0sinφf+cosφ0cosφfcos(λf-λ0)),
Wherein, φfTo reenter the nominal latitude of terminal, λfTo reenter the nominal longitude of terminal, φ0Fly when becoming cancellation for trajectory tilt angle Latitude locating for row device, λ0Longitude locating for aircraft, r when becoming cancellation for trajectory tilt angle0Fly when becoming cancellation for trajectory tilt angle The earth's core of row device away from.
7. a kind of re-entry space vehicle reentry guidance method of real time parsing construction according to claim 6, which is characterized in that Step 5) the analytic construction reentry guidance model, specifically:
sDt=sD-st,
st=rarccos (sin φ sin φf+cosφcosφfcos(λf- λ)),
Wherein, θ is Flight Vehicle Trajectory inclination angle, u=cos σ, D0For the resistance under the corresponding initial resistance acceleration section of present energy Power acceleration, D are aircraft resistance acceleration, and Δ D is the correction amount of aircraft energy drag acceleration feature profile, and L is winged Row device lift acceleration, hsFor atmospheric density characteristic parameter, DN=Dl0+ Δ D, r be current flight device the earth's core away from；φ is current flies Row device latitude；λ is current flight device longitude；
ENDetermine that method is as follows:
A) as E > EcWhen:
EN=Ec,
B) work as Ef<En≤EcWhen:
EN=En,
8. a kind of re-entry space vehicle reentry guidance method of real time parsing construction according to claim 7, which is characterized in that The step 6) determines that aircraft angle of heel instructs specifically:
σ=σabsSign (σ),
σabs=arccos (u),
Wherein, a0> 0, a1> 0, a2> 0, ε0> 0, wherein G-1For the inverse matrix of G, sign () is sign function, σi-1It is upper one Guide the angle of heel instruction in period, Δ ψdFor lateral position boundary, Δ ψ is lateral position.
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