CN109240335A - A kind of re-entry space vehicle approach method of guidance - Google Patents
A kind of re-entry space vehicle approach method of guidance Download PDFInfo
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- CN109240335A CN109240335A CN201811270811.8A CN201811270811A CN109240335A CN 109240335 A CN109240335 A CN 109240335A CN 201811270811 A CN201811270811 A CN 201811270811A CN 109240335 A CN109240335 A CN 109240335A
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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
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
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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
Abstract
A kind of re-entry space vehicle approach method of guidance, method mainly comprises the following steps that determining flight energy-height corridor, flight path is in turn divided into First Transition section according to the flight energy of aircraft from large to small, equal dynamic pressures inflight phase, second changeover portion, small deflection ratio inflight phase, determine the aircraft altitude feature profile of every section of track, according to the aircraft altitude feature profile of every section of track of voyage deviation adjusting, determine that Aircraft Angle of Attack instructs, the instruction of resistance version opening angle and the instruction of aircraft angle of heel are determined simultaneously, it completes re-entry space vehicle approach and guides work.Approach method of guidance of the invention, adaptive ability is strong, and precision is high, calculates simply, Project Realization is easy.
Description
Technical field
The present invention relates to a kind of re-entry space vehicle approach method of guidance, belong to landing guidance technical field, especially suitable
Approach for re-entry space vehicle, Control System for Reusable Launch Vehicle and hypersonic aircraft.
Background technique
Re-entry space vehicle (Aerospace Vehicle, ASV) (also known as sky and space plane) be can aviation field but also
The course of new aircraft of space industry work, it combines aeronautical technology and space technology.Re-entry space vehicle can be as conventional airplane one
Sample horizontal take-off is flown in endoatmosphere with hypersonic, and can directly accelerate into Earth's orbit, becomes aerospace craft,
After reentry, land at an airport as aircraft.
Approach section be re-entry space vehicle return landing mission the last stage, re-entry space vehicle at this stage without
Active flight and small lift resistance ratio characteristic, it is the key technology of re-entry space vehicle that landing with all purpose aircraft, there are greatest differences.Into
Landing phase is located at after terminal area energy section, and main purpose is the energy for managing re-entry space vehicle, control aircraft with
Suitable height, speed, deflection ratio and course arrive at the airport runway.Typical approach section flight originates in ground velocity about
156m/s, away from ground level about 3000m, apart from airfield runway about 13880m, end at airfield runway, speed about 100m/s, away from
Ground level 0m.
Unpowered drop-test demonstration and verification be re-entry space vehicle development important stage, for verify it is unpowered independently into
Landing data when field, compared with normal flight, primary condition range is big, increases the difficulty of Guidance and control.A kind of low speed
Aircraft hangs winged unpowered drop-test, initial flight speed about 50m/s, initially away from ground level about 4025m, initial distance
Airfield runway about 11333m, ends at airfield runway, speed about 100m/s, away from ground level 0m.As can be seen that its with it is typical
The initial conditions change of approach section flight is big.
So a kind of re-entry space vehicle approach technology for adapting to a wide range of primary condition of researching and designing, both solves sky
The needs of its aircraft normal approach landing flight, also meet the needs of unpowered drop-test, the key general as one
Technology has important realistic meaning.
In terms of normal flight independent landing, the design of space shuttle autolanding trajectory uses " downslide section+circular arc drawing suddenly
Playing section+index changeover portion+, shallowly glide section ", landing phase has four tracks available, which kind of track is selected to depend on space shuttle
Quality and energy state, different mission phases use different guide structures processed, make land when reach design requirement.
Draper laboratory proposes a kind of Trajectory Design side based on altitude profile using the unpowered automatic Landing of X-34 as research object
Method is consistent with the physical essence of track section, has compared with the time-based trajectory design method that space shuttle uses
Apparent design advantage.As can be seen that the automatic Landing technology of normal flight has largely followed U.S. space shuttle
Work, improved in the frame foundation of the unpowered automatic Landing of space shuttle.In terms of unpowered dispensing landing, Japan
The drop-test of unmanned spacecraft scale model has been carried out by ALFLEX project, what the unpowered dispensing of ALFLEX was landed
Trajectory shape increases one section of fixation locus and is captured, and to connect with automatic Landing section, adaptability is poor.
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 re-entry space vehicle and marches into the arena
Landing guidance method, the method for the present invention guidance precision is high, improves the primary condition adaptability of re-entry space vehicle, calculates simultaneously
Simply, Project Realization is easy.
The technical scheme is that
A kind of re-entry space vehicle approach method of guidance, comprises the following steps that
1) flight energy-height corridor is determined；
2) according to the flying height of aircraft and energy, judge whether aircraft is located in flight energy-height corridor, if
3) aircraft, which is not located in the flight energy-height corridor, then to be entered step；If aircraft is located at flight energy-height corridor
It inside then enters step 4)
3) aircraft longitudinal guidance and lateral guidance are carried out, until the flying height of aircraft and energy are located at flight energy
In amount-height corridor, enter step 4)；
4) longitudinal guidance is carried out according to the voyage deviation of aircraft, is laterally made according to the lateral distance deviation of aircraft
It leads, obtains longitudinal guidance information and lateral guidance information, enter step 5)；
5) longitudinal guidance information and lateral guidance information that the step 4) obtains are passed into flight control system, used
In control aircraft flight, completes aircraft approach and guide work.
The step 1) determines that flight energy-height corridor includes determining flight energy-height corridor height lower limit hmin
With relationship and flight energy-height corridor upper height limit h of aircraft flight energymaxWith the relationship of aircraft flight energy,
Specifically:
11) flight energy-height corridor height lower limit hminIt is as follows with the relationship of aircraft flight energy:
Wherein, E is the flight energy of aircraft, and μ is Gravitational coefficient of the Earth, R0For airport plane earth radius, qmaxIt is winged
The row device dynamic pressure upper limit, ρ0For aircraft lands point horizontal plane atmospheric density, hsFor Atmospheric Characteristics constant；
12) flight energy-height corridor upper height limit hmaxIt is as follows with the relationship of aircraft flight energy:
Wherein, m is vehicle mass, SrefFor aircraft area of reference, CL maxLiter when for aircraft maximum lift-drag ratio
Force coefficient.
The method of step 3) the aircraft lateral guidance specifically: will keep aircraft angle of heel is zero as lateral system
Information is led, the lateral guidance information is passed into flight control system, completes lateral guidance.
Step 3) the aircraft longitudinal guidance method specifically: the angle of attack instruction for determining aircraft will keep flaps
Opening angle instruction maintains the angle of attack instruction of the aircraft of the constant and described determination of initial value, as longitudinal guidance information, by institute
It states longitudinal guidance information and passes to flight control system, complete longitudinal guidance；
The angle of attack of the aircraft instructs α, specifically:
Wherein, m is vehicle mass, and v is aircraft speed, and ρ is atmospheric density, SrefFor aircraft area of reference,
kCD_α_0For the ratio of flying drilling angle and aircraft resistance coefficient, q is the real-time dynamic pressure of aircraft, qcFor aircraft dynamic pressure threshold value, k
To guidance command gain coefficient,For flying height-energy gradient of setting, θ is aircraft's flight track inclination angle, and D is resistance
Acceleration.
The method that the step 4) carries out longitudinal guidance according to the voyage deviation of aircraft, specifically:
41) the voyage deviation for distributing aircraft determines angle of attack instruction and resistance according to the allocation result of the voyage deviation
Version opening angle instruction；
42) angle of attack instruction and the instruction of resistance version opening angle determined the step 41) is used as longitudinal guidance information.
Allocation result of the step 41) according to the voyage deviation, the method for determining angle of attack instruction, specifically:
411) trajectory planning is carried out, flight path is in turn divided into first according to the flight energy of aircraft from large to small
Changeover portion, etc. dynamic pressures inflight phase, the second changeover portion, small deflection ratio inflight phase；Determine that the aircraft altitude feature of every section of track is cutd open
Face；
412) according to the allocation result of the voyage deviation, real-time set-up procedure 411) aircraft altitude that determines is special
Levy section；According to aircraft altitude feature profile after adjustment, the Aircraft Angle of Attack instruction of every section of track is determined in real time.
The aircraft altitude feature profile for every section of track that the step 411) determines, specifically:
A) the First Transition section aircraft altitude feature profile hbSpecifically:
hb=cb0+cb1E+cb2E2+cb3E3,
Ed< E,
Wherein, E is aircraft energy, cb0、cb1、cb2And cb3For First Transition section aircraft altitude feature profile coefficient；Ed
For the energy design value of the First Transition section and the equal dynamic pressures inflight phase point of intersection；
B) the equal dynamic pressures inflight phase aircraft altitude feature profile hdSpecifically:
EL< E≤Ed,
Wherein, hd0For the starting altitude of equal dynamic pressures inflight phase, ElFor the equal dynamic pressures inflight phase and second changeover portion
The energy design value of point of intersection；
C) the second changeover portion aircraft altitude feature profile hLSpecifically:
hL=cL0+cL1E+cL2E2+cL3E3,
Eq< E≤EL,
Wherein, cL0、cL1、cL2And cL3For the second changeover portion aircraft altitude feature profile coefficient, EqFor second transition
The energy design value of section and the small deflection ratio inflight phase point of intersection；
D) the small deflection ratio inflight phase aircraft altitude feature profile hqSpecifically:
Wherein, hfFor aircraft terminal nominal height, EfFor aircraft terminal nominal energy, gfAdd for the nominal gravity of terminal
Speed, vfFor terminal datum speed,For height-energy gradient of small deflection ratio inflight phase, θqFor small deflection ratio inflight phase
Flight path angle, DqFor the drag acceleration of small deflection ratio inflight phase, CD_qFor resistance coefficient.
The method that the step 412) adjusts aircraft altitude feature profile in real time, specifically:
The adjustment amount Δ h for determining flying height section the dynamic pressures inflight phase aircraft altitude feature such as adjusts according to Δ h in real time
Section obtains adjusted equal dynamic pressures inflight phase aircraft altitude feature profile, the flight of First Transition section and the second changeover portion
Device altitude feature section is adjusted according to the real-time of the aircraft altitude feature profile of equal dynamic pressures inflight phase as a result, be adjusted, and is obtained
Obtain the aircraft altitude feature profile of First Transition section adjusted and the second changeover portion；The small deflection ratio inflight phase aircraft
Altitude feature section remains unchanged.
The aircraft altitude feature profile h of the equal dynamic pressures inflight phase adjustedd_Δh, the aircraft of First Transition section it is high
Spend feature profile hb_ΔhWith the aircraft altitude feature profile h of the second changeover portionL_Δh, specifically:
hL_Δh=cL0_Δh+cL1_ΔhE+cL2_ΔhE2+cL3_ΔhE3,
hb_Δh=cb0_Δh+cb1_ΔhE+cb2_ΔhE2+cb3_ΔhE3,
Wherein, cL0_Δh、cL1_Δh、cL2_Δh、cL3_ΔhFor the second changeover portion aircraft altitude feature profile adjusted
Coefficient, cb0_Δh、cb1_Δh、cb2_ΔhAnd cb3_ΔhFor the First Transition section aircraft altitude feature profile coefficient adjusted.
The method for determining flying height section adjustment amount Δ h, specifically:
Δsh=(1-ks)Δs,
Wherein, Δ hk=Δ h is the adjustment amount of current guidance cyclic flight altitude profile, Δ hk-1For a upper guidance period
The adjustment amount of flying height section, dt are guidance period size, γh> 0, λ > 0, EnFor the present energy of aircraft, Δ s is flight
The voyage deviation of device, ksDistribution coefficient is adjusted for voyage, when the flight path of aircraft is located at the second changeover portion or small deflection ratio
When inflight phase, ks=0；When the flight path of aircraft is located at First Transition section or waits dynamic pressures inflight phase, ksIt is not zero.
The step 412) determines the Aircraft Angle of Attack of every section of track according to aircraft altitude feature profile after adjustment in real time
The method of instruction, specifically:
αk=αk-1+ Δ α,
Wherein, αkFor the angle of attack instruction for currently guiding the period, αk-1For the angle of attack instruction in a upper guidance period, ξ, ω are system
The damping ratio of guiding systems and the frequency of oscillation of guidance system, nhFor the real-time normal acceleration of aircraft, hrefFor present energy-height
The corresponding height value of section is spent,The corresponding altitude rate value of present energy-altitude profile,Present energy-highly cuts open
The corresponding height acceleration value in face, nhFor the current normal acceleration of aircraft, kLFor the proportionality coefficient of lift coefficient and the angle of attack, h is
Aircraft altitude,For aircraft altitude change rate, v is aircraft speed, and θ is aircraft's flight track inclination angle, σdFor by navigation system
The aircraft angle of heel of offer.
The step 41) is according to the allocation result for stating voyage deviation, the method for determining the instruction of resistance version opening angle, specifically
Are as follows:
Δsη=ksΔs,
Wherein, ηk-1For the flaps opening angle instruction in a upper guidance period, ηkIt is opened currently to guide period flaps
Angle command, γη> 0, m are vehicle mass, and Δ s is the voyage deviation of aircraft, ksDistribution coefficient is adjusted for voyage；Work as flight
When the flight path of device is located at the second changeover portion or small deflection ratio inflight phase, ks=0；When the flight path of aircraft is located at first
Changeover portion or when waiting dynamic pressures inflight phase, ksIt is not zero.
The method that the step 4) carries out lateral guidance according to the lateral distance deviation of aircraft, specifically: determine flight
The instruction of device angle of heel regard the instruction of identified aircraft angle of heel as lateral guidance information；The aircraft angle of heel instruction
Determination is as follows:
Wherein, y is the lateral distance deviation of aircraft；For the side velocity of aircraft；kzp>0,kzd>0。
The advantages of the present invention over the prior art are that:
1) the invention proposes a kind of new landing guidance process, whole process is divided into state of flight adjustment section and flight
Section on-line tuning section is conducive to adapt to normally landing flight and hangs the primary condition for flying the wide variations such as dispensing.
2) present invention comprehensive utilization flying height and flaps opening angle adjust air mileage deviation, and non-used single
Means improve the voyage adjustment capability of aircraft, insensitive to primary condition error and various disturbances, and are simple number
Operational formula is learned, it is low to flight control computer performance requirement, it is easy to Project Realization.
3) the present invention is based on height to generate and adjust online, rather than by the way of fixed height section, improve empty day
The voyage on-line tuning ability of aircraft is avoided and is traditionally asked using adaptability caused by fixed height section is poor
Topic, improves the robustness of guidance.
4) the present invention is based on flaps opening angles to adjust voyage in real time online, while being tracked using energy-altitude profile
Guarantee terminal height and speed, rather than in such a way that flaps tracks fixed speed section, improve the boat of re-entry space vehicle
Journey on-line tuning ability is avoided and is traditionally asked using adaptability is poor caused by flaps tracking fixed speed section
Topic, improves the robustness of guidance.
Detailed description of the invention
Fig. 1 is the method for the present invention flow chart；
Fig. 2 is energy height corridor and energy-altitude feature section in the embodiment of the present invention；
Fig. 3 is that the angle of attack instructs curve in the embodiment of the present invention；
Fig. 4 is that angle of heel instructs curve in the embodiment of the present invention；
Fig. 5 is dynamic pressure curve in the embodiment of the present invention；
Fig. 6 is that flaps opening angle instructs curve in the embodiment of the present invention；
Fig. 7 is μ in the embodiment of the present inventionhCurve；
Fig. 8 is μ in the embodiment of the present inventionηCurve.
Specific embodiment
A kind of re-entry space vehicle approach technology for adapting to a wide range of primary condition of the present invention, guidance precision is high, energy
Enough adapt to normally landing flight and hang fly launch etc. wide variations primary condition, to primary condition error and it is various disturbance not
Sensitivity can preferably integrate longitudinal guidance with transverse direction, while not high to flight control computer performance requirement, be easy to engineering reality
It is existing.
A kind of re-entry space vehicle approach method of guidance, as shown in Figure 1, comprising the following steps that
1) flight energy-height corridor is determined
Determine that flight energy-height corridor includes determining flight energy-height corridor height lower limit hminFly with aircraft
Relationship and flight energy-height corridor upper height limit h of row energymaxWith the relationship of aircraft flight energy, specifically:
11) flight energy-height corridor height lower limit hminIt is as follows with the relationship of aircraft flight energy:
Wherein, E is the flight energy of aircraft, and μ is Gravitational coefficient of the Earth, R0For airport plane earth radius, qmaxIt is winged
The row device dynamic pressure upper limit, ρ0For aircraft lands point horizontal plane atmospheric density, hsFor Atmospheric Characteristics constant；
12) flight energy-height corridor upper height limit hmaxIt is as follows with the relationship of aircraft flight energy:
Wherein, m is vehicle mass, SrefFor aircraft area of reference, CLmaxLift when for aircraft maximum lift-drag ratio
Coefficient.
2) according to the flying height of aircraft and energy, judge whether aircraft is located in flight energy-height corridor, if
3) aircraft, which is not located in the flight energy-height corridor, then to be entered step；If aircraft is located at flight energy-height corridor
It inside then enters step 4)；
3) aircraft longitudinal guidance and lateral guidance are carried out, until the flying height of aircraft and energy are located at flight energy
In amount-height corridor, enter step 4)；
To keep aircraft angle of heel is zero as lateral guidance information, and the lateral guidance information is passed to aircraft
Control system carries out aircraft lateral guidance；Meanwhile determining the angle of attack instruction α of aircraft, flaps opening angle will be kept to refer to
The angle of attack for maintaining the aircraft of the constant and described determination of initial value is enabled to instruct α, as longitudinal guidance information, by the longitudinal guidance
Information passes to flight control system, completes longitudinal guidance；
The angle of attack of the aircraft instructs α, specifically:
Wherein, m is vehicle mass, and v is aircraft speed, and ρ is atmospheric density, SrefFor aircraft area of reference,
kCD_α_0For the ratio of flying drilling angle and aircraft resistance coefficient, q is the real-time dynamic pressure of aircraft, as shown in figure 5, qcFor aircraft
Dynamic pressure threshold value, for the dynamic pressure design value for carrying out the switching of angle of attack instruction mode, value range is 1000Pa~6000Pa, and k is guidance
Instruction gain coefficient, 0 < k < 1,For flying height-energy gradient of setting, θ is aircraft's flight track inclination angle, and D is resistance
Power acceleration.
4) longitudinal guidance is carried out according to the voyage deviation of aircraft, is laterally made according to the lateral distance deviation of aircraft
It leads, obtains longitudinal guidance information and lateral guidance information, enter step 5)；
41) the voyage deviation for distributing aircraft determines angle of attack instruction and resistance according to the allocation result of the voyage deviation
Version opening angle instruction；
42) angle of attack instruction and the instruction of resistance version opening angle determined the step 41) is used as longitudinal guidance information.
The voyage deviation distribution for carrying out aircraft determines the use of the voyage deviation of angle of attack instruction adjustment and utilizes flaps tune
Whole voyage deviation determines that flaps opening angle instructs according to the voyage deviation adjusted using flaps；
44) flaps determined by the Aircraft Angle of Attack instruction and step 41) by every section of track determined by step 43) is opened
Angle command is opened as longitudinal guidance information.
Allocation result of the step 41) according to the voyage deviation, the method for determining angle of attack instruction, specifically:
411) trajectory planning is carried out, flight path is in turn divided into first according to the flight energy of aircraft from large to small
Changeover portion, etc. dynamic pressures inflight phase, the second changeover portion, small deflection ratio inflight phase；Determine that the aircraft altitude feature of every section of track is cutd open
Face；
412) according to the allocation result of the voyage deviation, real-time set-up procedure 411) aircraft altitude that determines is special
Levy section；According to aircraft altitude feature profile after adjustment, the Aircraft Angle of Attack instruction of every section of track is determined in real time.
The aircraft altitude feature profile for every section of track that the step 411) determines, specifically:
A) the First Transition section aircraft altitude feature profile hbSpecifically:
hb=cb0+cb1E+cb2E2+cb3E3,
Ed< E,
Wherein, E is aircraft energy, cb0、cb1、cb2And cb3For First Transition section aircraft altitude feature profile coefficient；Ed
For the energy design value of the First Transition section and the equal dynamic pressures inflight phase point of intersection；cb0、cb1、cb2And cb3According to equal dynamic pressures
The starting altitude h of inflight phased0, etc. dynamic pressures inflight phase height-energy gradientThe height of state of flight adjustment section end
With four constraint conditions of height-energy gradient of state of flight adjustment section end, coefficient c can be solvedb0、cb1、cb2With
cb3。
B) the equal dynamic pressures inflight phase aircraft altitude feature profile hdSpecifically:
EL< E≤Ed,
Wherein, hd0For the starting altitude of equal dynamic pressures inflight phase, ElFor the equal dynamic pressures inflight phase and second changeover portion
The energy design value of point of intersection；
C) the second changeover portion aircraft altitude feature profile hLSpecifically:
hL=cL0+cL1E+cL2E2+cL3E3,
Eq< E≤EL,
Wherein, cL0、cL1、cL2And cL3For the second changeover portion aircraft altitude feature profile coefficient, EqFor second transition
The energy design value of section and the small deflection ratio inflight phase point of intersection；cL0、cL1、cL2And cL3According to equal dynamic pressures inflight phase end
Height hdf, etc. dynamic pressures inflight phase height-energy gradientThe height h of small deflection ratio inflight phase starting pointq0With small sinking
Height-energy gradient of rate inflight phaseIt determines.
D) the small deflection ratio inflight phase aircraft altitude feature profile hqSpecifically:
Wherein, hfFor aircraft terminal nominal height；EfFor aircraft terminal nominal energy, gfAdd for the nominal gravity of terminal
Speed, vfFor terminal datum speed,For height-energy gradient of small deflection ratio inflight phase, θqFor small deflection ratio inflight phase
Flight path angle, DqFor the drag acceleration of small deflection ratio inflight phase, CD_qFor resistance coefficient.
The method that the step 412) adjusts aircraft altitude feature profile in real time, specifically:
The adjustment amount Δ h for determining flying height section the dynamic pressures inflight phase aircraft altitude feature such as adjusts according to Δ h in real time
Section obtains adjusted equal dynamic pressures inflight phase aircraft altitude feature profile, the flight of First Transition section and the second changeover portion
Device altitude feature section is adjusted according to the real-time of the aircraft altitude feature profile of equal dynamic pressures inflight phase as a result, be adjusted, and is obtained
Obtain the aircraft altitude feature profile of First Transition section adjusted and the second changeover portion；The small deflection ratio inflight phase aircraft
Altitude feature section hqIt remains unchanged.
The aircraft altitude feature profile h of the equal dynamic pressures inflight phase adjustedd_Δh, the aircraft of First Transition section it is high
Spend feature profile hb_ΔhWith the aircraft altitude feature profile h of the second changeover portionL_Δh, specifically:
hL_Δh=cL0_Δh+cL1_ΔhE+cL2_ΔhE2+cL3_ΔhE3,
Wherein, cL0_Δh、cL1_Δh、cL2_ΔhAnd cL3_ΔhIt is cutd open for the second changeover portion aircraft altitude feature adjusted
Face coefficient, according to hd_ΔhIt determines；With specific reference to equal dynamic pressures end of flight adjusted height, etc. dynamic pressures flying height-energy
Four constraint conditions of height-energy gradient of change rate, the height of shallow downslide starting point and small deflection ratio inflight phase determine.
hb_Δh=cb0_Δh+cb1_ΔhE+cb2_ΔhE2+cb3_ΔhE3,
Wherein, cb0_Δh、cb1_Δh、cb2_ΔhAnd cb3_ΔhIt is cutd open for the First Transition section aircraft altitude feature adjusted
Face coefficient, according to hd_ΔhIt determines；With specific reference to equal dynamic pressures inflight phase starting point adjusted height, etc. dynamic pressures flying height-
Energy gradient, current flying altitude and present level-energy gradient determine.
Energy-altitude profile of the small deflection ratio inflight phase remains unchanged, it may be assumed that
The method for determining flying height section adjustment amount Δ h, specifically:
Δsh=(1-ks)Δs,
Wherein, Δ hk=Δ h is the adjustment amount of current guidance cyclic flight altitude profile, Δ hk-1For a upper guidance period
The adjustment amount of flying height section, dt are guidance period size, γh> 0, λ > 0, EnFor the present energy of aircraft, Δ s is flight
The voyage deviation of device, ksDistribution coefficient, 0≤k are adjusted for voyages≤1；When the flight path of aircraft be located at the second changeover portion or
When small deflection ratio inflight phase, ks=0.
The step 412) determines the Aircraft Angle of Attack of every section of track according to aircraft altitude feature profile after adjustment in real time
The method of instruction, specifically:
αk=αk-1+ Δ α,
Wherein, αkFor the angle of attack instruction for currently guiding the period, αk-1For the angle of attack instruction in a upper guidance period, ξ, ω are system
The damping ratio of guiding systems and the frequency of oscillation of guidance system, nhFor the real-time normal acceleration of aircraft, hrefFor present energy-height
The corresponding height value of section is spent,The corresponding altitude rate value of present energy-altitude profile,Present energy-highly cuts open
The corresponding height acceleration value in face, nhFor the current normal acceleration of aircraft, kLFor the proportionality coefficient of lift coefficient and the angle of attack, h is
Aircraft altitude,For aircraft altitude change rate, v is aircraft speed, and θ is aircraft's flight track inclination angle, σdFor by navigation system
The aircraft angle of heel of offer.
The step 41) is according to the allocation result for stating voyage deviation, the method for determining the instruction of resistance version opening angle, specifically
Are as follows:
Δsη=ksΔs,
Wherein, ηk-1For the flaps opening angle instruction in a upper guidance period, ηkIt is opened currently to guide period flaps
Angle command, γη> 0, m are vehicle mass, and Δ s is the voyage deviation of aircraft, ksDistribution coefficient, 0≤k are adjusted for voyages
≤1；When the flight path of aircraft is located at the second changeover portion or small deflection ratio inflight phase, ks=0.
The method that the step 4) carries out lateral guidance according to the lateral distance deviation of aircraft, specifically: determine flight
The instruction of device angle of heel regard the instruction of identified aircraft angle of heel as lateral guidance information；The aircraft angle of heel instruction
Determination is as follows:
Wherein, y is the lateral distance deviation of aircraft；For the side velocity of aircraft；kzp>0,kzd>0。
5) longitudinal guidance information and lateral guidance information that the step 4) obtains are passed into flight control system, used
In control aircraft flight, completes aircraft approach and guide work.
Embodiment
Aircraft primary condition are as follows: elemental height 4025m, initial x position -11333m, initial z location 100m, initial speed
Spend 50m/s, 0 ° of initial heading angle.
Landing terminal condition are as follows: terminal height 0m, terminal x position 0m, terminal z location 0m, terminal velocity 100m/s, terminal
0 ° of course angle.
Step 1) determines flight energy-height corridor；
11) approach overall process, the corresponding height lower limit h of each energy point are solved according to following formulamin:
Wherein, μ=3.9860 × 1014, R0=6378375, qmax=12000, ρ0=1.1815, hs=6370, specific energy
Amount-height lower limit hminAs shown in Figure 2.
12) approach overall process, the corresponding upper height limit h of each energy point are solved according to following formulamax
Wherein, m=3300, Sref=5.453, specific energy-upper height limit hmaxAs shown in Figure 2.
Step 2) judges whether aircraft is located in flight energy-height corridor according to the flying height of aircraft, from into
Field landing guidance starts until entering in energy-height corridor, then the inflight phase of aircraft is state of flight adjustment section, into step
It is rapid 3)；Terminate to aircraft altitude the height that arrives at the airport from state of flight adjustment section, then the inflight phase of aircraft is altitude profile
4) on-line tuning section, enters step
Step 3) carries out state of flight adjustment section longitudinal guidance and lateral guidance, until aircraft is located at flight energy-height
It spends in corridor, and is autonomously generated energy-altitude feature section, enter step 4)；
31) aircraft lateral guidance method, specifically:
Keeping angle of heel instruction is zero, i.e. σ=0.
32) aircraft longitudinal guidance method, specifically:
η=η0,
Wherein, η0=42, qc=3000, k=0.01,Flaps opening angle instruction results such as Fig. 6 institute
Show, angle of attack instruction results are as shown in Figure 3.
33) energy-altitude feature section is autonomously generated method, specifically:
331) as E≤Eq(Eq=9500) when, small deflection ratio inflight phase energy-altitude feature section are as follows:
Wherein, Ef=8674.1, hf=0,
332) work as Eq< E≤ELWhen, EL=18000, energy-altitude profile of the second changeover portion are as follows:
hL=cL0+cL1E+cL2E2+cL3E3,
Wherein, cL0=338.0868, cL1=-0.078948, cL2=4.60412 × 10-6And cL3=5.42317 × 10-12。
333) work as EL< E≤EdWhen, Ed=35000, wait energy-altitude feature section of dynamic pressures section are as follows:
Wherein,hd0=2004.9.
334) work as EdWhen < E, energy-altitude feature section of First Transition section are as follows:
hb=cb0+cb1E+cb2E2+cb3E3,
Wherein, cb0=85058.449, cb1=6.52542, cb2=1.66856 × 10-4And cb3=1.3775519 × 10-9。
Energy-altitude feature section is as shown in Figure 2.
Step 4) carries out altitude profile on-line tuning section longitudinal guidance: according to voyage deviation adjusting distributive law, by aircraft
Voyage deviation distribute to altitude profile be responsible for adjustment and flaps opening angle be responsible for adjustment；It is responsible for adjustment according to altitude profile
Voyage deviation adjusts energy-altitude profile using altitude profile adjustment rule in real time；According to energy-altitude profile after adjustment, utilize
Height tracing rule determines angle of attack instruction in real time；It is responsible for the voyage deviation of adjustment according to flaps opening angle, is opened using flaps
It opens angle Guidance Law and determines flaps opening angle in real time.Altitude profile on-line tuning section lateral guidance is carried out simultaneously, according to side
To distance, is restrained using aircraft lateral guidance and determine that aircraft angle of heel instructs in real time
41) according to voyage deviation adjusting distributive law, aircraft voyage deviation is distributed into altitude profile and is responsible for adjustment and resistance
Power plate opening angle is responsible for method of adjustment, specifically:
Wherein, when First Transition section and equal dynamic pressures section, ks=0.5；When aircraft flies in the second changeover portion, small deflection ratio
Duan Shi enables ks=0.
42) it is responsible for the voyage deviation of adjustment according to altitude profile, utilizes the real-time adjustment energy-height of altitude profile adjustment rule
Section method, specifically:
The altitude profile of equal dynamic pressures inflight phase adjusts in real time, and energy-altitude profile of small deflection ratio inflight phase remains unchanged,
The altitude profile of First Transition section and the second changeover portion adjusts situation according to the altitude profile of equal dynamic pressures inflight phase in real time, accordingly
It is changed.
After equal dynamic pressures inflight phase altitude profile adjustment Δ h, the form of dynamic pressures flying height section is waited are as follows:
Energy-altitude profile of small deflection ratio inflight phase remains unchanged, it may be assumed that
After equal dynamic pressures flying height section adjustment Δ h, the altitude profile of the second changeover portion are as follows:
hL_Δh=cL0_Δh+cL1_ΔhE+cL2_ΔhE2+cL3_ΔhE3,
After equal dynamic pressures flying height section adjustment Δ h, the altitude profile of First Transition section are as follows:
hb_Δh=cb0_Δh+cb1_ΔhE+cb2_ΔhE2+cb3_ΔhE3,
In present energy EnUnder the conditions of, influence Δ S of the high variable quantity Δ h to voyageh, voyage is to the sensitive of height change
DegreeIt is determined by following formula.
μhAs a result as shown in Figure 7.
It is adjusted and is restrained using following altitude profile, determine the adjustment amount of flying height section in real time:
Wherein, dt=0.02, γh=1, λ=0.1.
43) it according to present energy-altitude profile, is restrained using height tracing and determines that the angle of attack in current guidance period refers in real time
It enables, method particularly includes:
Aircraft changes lift coefficient by adjusting the angle of attack, to realize that normal acceleration adjusts, to realize height
Homing guidance, the angle of attack instruct calculation formula are as follows:
Wherein, ω=0.7, ξ=0.25.Angle of attack instruction results are as shown in Figure 3.
44) it is responsible for the voyage deviation of adjustment according to flaps opening angle, it is real-time using flaps opening angle Guidance Law
Determine flaps opening angle method, specifically:
In present energy EnUnder the conditions of, influence Δ S of the high variable quantity Δ h to voyageh, voyage is to the sensitive of height change
Degree is determined by following formula.
It is specific as shown in Figure 8.
Using following flaps opening angle Guidance Law, the opening angle of aircraft resistance plate is determined in real time:
Wherein, γη=1.The instruction of flaps opening angle is as shown in Figure 6.
45) according to current lateral distance, the side for determining the instruction of aircraft angle of heel in real time is restrained using aircraft lateral guidance
Method, specific formula for calculation are as follows:
Wherein, kzp=0.0009, kzd=0.02, angle of heel instruction is as shown in Figure 4.
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 (13)
1. a kind of re-entry space vehicle approach method of guidance, which is characterized in that comprise the following steps that
1) flight energy-height corridor is determined；
2) according to the flying height of aircraft and energy, judge whether aircraft is located in flight energy-height corridor, if flight
3) device, which is not located in the flight energy-height corridor, then to be entered step；If aircraft is located in flight energy-height corridor
It enters step 4)；
3) aircraft longitudinal guidance and lateral guidance are carried out, until the flying height of aircraft and energy are located at flight energy-height
It spends in corridor, enters step 4)；
4) longitudinal guidance is carried out according to the voyage deviation of aircraft, lateral guidance is carried out according to the lateral distance deviation of aircraft,
Longitudinal guidance information and lateral guidance information are obtained, is entered step 5)；
5) longitudinal guidance information and lateral guidance information that the step 4) obtains are passed into flight control system, for controlling
Aircraft flight processed completes aircraft approach and guides work.
2. a kind of re-entry space vehicle approach method of guidance according to claim 1, which is characterized in that the step 1)
Determine that flight energy-height corridor includes determining flight energy-height corridor height lower limit hminWith aircraft flight energy
Relationship and flight energy-height corridor upper height limit hmaxWith the relationship of aircraft flight energy, specifically:
11) flight energy-height corridor height lower limit hminIt is as follows with the relationship of aircraft flight energy:
Wherein, E is the flight energy of aircraft, and μ is Gravitational coefficient of the Earth, R0For airport plane earth radius, qmaxFor aircraft
The dynamic pressure upper limit, ρ0For aircraft lands point horizontal plane atmospheric density, hsFor Atmospheric Characteristics constant；
12) flight energy-height corridor upper height limit hmaxIt is as follows with the relationship of aircraft flight energy:
Wherein, m is vehicle mass, SrefFor aircraft area of reference, CLmaxLift coefficient when for aircraft maximum lift-drag ratio.
3. a kind of re-entry space vehicle approach method of guidance according to claim 1, which is characterized in that its feature exists
In the method for step 3) the aircraft lateral guidance specifically: aircraft angle of heel will be kept to be zero as lateral guidance and believed
The lateral guidance information is passed to flight control system, completes lateral guidance by breath.
4. a kind of re-entry space vehicle approach method of guidance according to claim 1, which is characterized in that the step 3)
Aircraft longitudinal guidance method specifically: the angle of attack instruction for determining aircraft will keep the instruction of flaps opening angle to maintain just
The angle of attack of the aircraft of the constant and described determination of initial value instructs, and as longitudinal guidance information, the longitudinal guidance information is transmitted
To flight control system, longitudinal guidance is completed；
The angle of attack of the aircraft instructs α, specifically:
Wherein, m is vehicle mass, and v is aircraft speed, and ρ is atmospheric density, SrefFor aircraft area of reference, kCD_α_0For
The ratio of flying drilling angle and aircraft resistance coefficient, q are the real-time dynamic pressure of aircraft, qcFor aircraft dynamic pressure threshold value, k is that guidance refers to
Gain coefficient is enabled,For flying height-energy gradient of setting, θ is aircraft's flight track inclination angle, and D is drag acceleration.
5. a kind of re-entry space vehicle approach method of guidance according to claim 1, which is characterized in that the step 4)
According to the voyage deviation of aircraft carry out longitudinal guidance method, specifically:
41) the voyage deviation for distributing aircraft determines that angle of attack instruction and resistance version are opened according to the allocation result of the voyage deviation
Open angle command；
42) angle of attack instruction and the instruction of resistance version opening angle determined the step 41) is used as longitudinal guidance information.
6. a kind of re-entry space vehicle approach method of guidance according to claim 5, which is characterized in that the step
41) according to the allocation result of the voyage deviation, the method for determining angle of attack instruction, specifically:
411) trajectory planning is carried out, flight path is in turn divided into First Transition according to the flight energy of aircraft from large to small
Section, etc. dynamic pressures inflight phase, the second changeover portion, small deflection ratio inflight phase；Determine the aircraft altitude feature profile of every section of track；
412) according to the allocation result of the voyage deviation, real-time set-up procedure 411) determine the aircraft altitude feature cut open
Face；According to aircraft altitude feature profile after adjustment, the Aircraft Angle of Attack instruction of every section of track is determined in real time.
7. a kind of re-entry space vehicle approach method of guidance according to claim 6, which is characterized in that the step
411) the aircraft altitude feature profile of the every section of track determined, specifically:
A) the First Transition section aircraft altitude feature profile hbSpecifically:
hb=cb0+cb1E+cb2E2+cb3E3,
Ed< E,
Wherein, E is aircraft energy, cb0、cb1、cb2And cb3For First Transition section aircraft altitude feature profile coefficient；EdFor institute
State the energy design value of First Transition section with the equal dynamic pressures inflight phase point of intersection；
B) the equal dynamic pressures inflight phase aircraft altitude feature profile hdSpecifically:
EL< E≤Ed,
Wherein, hd0For the starting altitude of equal dynamic pressures inflight phase, ElFor the equal dynamic pressures inflight phase and the second changeover portion intersection point
The energy design value at place；
C) the second changeover portion aircraft altitude feature profile hLSpecifically:
hL=cL0+cL1E+cL2E2+cL3E3,
Eq< E≤EL,
Wherein, cL0、cL1、cL2And cL3For the second changeover portion aircraft altitude feature profile coefficient, EqFor second changeover portion with
The energy design value of the small deflection ratio inflight phase point of intersection；
D) the small deflection ratio inflight phase aircraft altitude feature profile hqSpecifically:
Wherein, hfFor aircraft terminal nominal height, EfFor aircraft terminal nominal energy, gfFor the nominal acceleration of gravity of terminal,
vfFor terminal datum speed,For height-energy gradient of small deflection ratio inflight phase, θqFor the boat of small deflection ratio inflight phase
Mark inclination angle, DqFor the drag acceleration of small deflection ratio inflight phase, CD_qFor resistance coefficient.
8. a kind of re-entry space vehicle approach method of guidance according to claim 7, which is characterized in that the step
412) method for adjusting aircraft altitude feature profile in real time, specifically:
The adjustment amount Δ h for determining flying height section the dynamic pressures inflight phase aircraft altitude feature such as adjusts according to Δ h in real time and cuts open
Face obtains adjusted equal dynamic pressures inflight phase aircraft altitude feature profile, the aircraft of First Transition section and the second changeover portion
Altitude feature section is according to the real-time adjustment of the aircraft altitude feature profile of equal dynamic pressures inflight phase as a result, being adjusted, acquisition
The aircraft altitude feature profile of First Transition section adjusted and the second changeover portion；The small deflection ratio inflight phase aircraft is high
Degree feature profile remains unchanged.
9. a kind of re-entry space vehicle approach method of guidance according to claim 8, which is characterized in that after the adjustment
Equal dynamic pressures inflight phase aircraft altitude feature profile hd_Δh, First Transition section aircraft altitude feature profile hb_ΔhWith
The aircraft altitude feature profile h of two changeover portionsL_Δh, specifically:
hL_Δh=cL0_Δh+cL1_ΔhE+cL2_ΔhE2+cL3_ΔhE3,
hb_Δh=cb0_Δh+cb1_ΔhE+cb2_ΔhE2+cb3_ΔhE3,
Wherein, cL0_Δh、cL1_Δh、cL2_Δh、cL3_ΔhFor the second changeover portion aircraft altitude feature profile coefficient adjusted,
cb0_Δh、cb1_Δh、cb2_ΔhAnd cb3_ΔhFor the First Transition section aircraft altitude feature profile coefficient adjusted.
10. a kind of re-entry space vehicle approach method of guidance according to claim 9, which is characterized in that determine flight
The method of altitude profile adjustment amount Δ h, specifically:
Δsh=(1-ks)Δs,
Wherein, Δ hk=Δ h is the adjustment amount of current guidance cyclic flight altitude profile, Δ hk-1It is high for upper guidance cyclic flight
The adjustment amount of section is spent, dt is guidance period size, γh> 0, λ > 0, EnFor the present energy of aircraft, Δ s is the boat of aircraft
Journey deviation, ksDistribution coefficient is adjusted for voyage, when the flight path of aircraft is located at the second changeover portion or small deflection ratio inflight phase
When, ks=0；When the flight path of aircraft is located at First Transition section or waits dynamic pressures inflight phase, ksIt is not zero.
11. a kind of re-entry space vehicle approach method of guidance according to one of claim 9-10, which is characterized in that its
It is characterized in that, the step 412) determines that the aircraft of every section of track is attacked according to aircraft altitude feature profile after adjustment in real time
The method of angle instruction, specifically:
αk=αk-1+ Δ α,
Wherein, αkFor the angle of attack instruction for currently guiding the period, αk-1For the angle of attack instruction in a upper guidance period, ξ, ω are guidance system
Damping ratio and guidance system frequency of oscillation, nhFor the real-time normal acceleration of aircraft, hrefFor present energy-altitude profile
Corresponding height value,The corresponding altitude rate value of present energy-altitude profile,Present energy-altitude profile is corresponding
Height acceleration value, nhFor the current normal acceleration of aircraft, kLFor the proportionality coefficient of lift coefficient and the angle of attack, h is aircraft
Highly,For aircraft altitude change rate, v is aircraft speed, and θ is aircraft's flight track inclination angle, σdIt is provided by navigation system
Aircraft angle of heel.
12. a kind of re-entry space vehicle approach method of guidance according to one of claim 5-9, which is characterized in that its
It is characterized in that, the step 41) is according to the allocation result for stating voyage deviation, the method for determining the instruction of resistance version opening angle, tool
Body are as follows:
Δsη=ksΔs,
Wherein, ηk-1For the flaps opening angle instruction in a upper guidance period, ηkCurrently to guide period flaps opening angle
Instruction, γη> 0, m are vehicle mass, and Δ s is the voyage deviation of aircraft, ksDistribution coefficient is adjusted for voyage；When aircraft
When flight path is located at the second changeover portion or small deflection ratio inflight phase, ks=0；When the flight path of aircraft is located at First Transition
Section or when waiting dynamic pressures inflight phase, ksIt is not zero.
13. a kind of re-entry space vehicle approach method of guidance according to claim 12, which is characterized in that the step
4) method that lateral guidance is carried out according to the lateral distance deviation of aircraft, specifically: determine that aircraft angle of heel instructs, by institute
Determining aircraft angle of heel instruction is used as lateral guidance information；The aircraft angle of heel instruction determination is as follows:
Wherein, y is the lateral distance deviation of aircraft；For the side velocity of aircraft；kzp>0,kzd>0。
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