CN109253730A - The online method and system for planning of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section - Google Patents
The online method and system for planning of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section Download PDFInfo
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Abstract
A kind of online method and system for planning of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section of the present invention, described method includes following steps: step S1, and the reference dynamic pressure section designed based on height determines longitudinal track；Step S2 adjusts ground trace determined by circle HAC as energy dissipation circle EDC and course by tracking and determines horizontal side track；Step S3, on-line control adjust the parameter of circle HAC with reference to dynamic pressure section, energy dissipation circle EDC and course to correct terminal length travel xf, make to level off to 0 to flight journey error delta s, meet automatic Landing point ALI window requirements.The present invention can be based on dynamic pressure section and ground trace, and the feasible three-dimensional track for meeting automatic Landing window requirement is rapidly cooked up from current state.
Description
Technical field
The present invention relates to a kind of online method and system for planning of three-dimensional track, more particularly to a kind of reusable delivery
Device (Reusable Launch Vehicle, abbreviation RLV) terminal area energy section (Terminal Area Energy
Management, abbreviation TAEM) the online method and system for planning of three-dimensional track.
Background technique
Control System for Reusable Launch Vehicle (Reusable Launch Vehicle, abbreviation RLV) dereliction in reentering return course
Power, using glide maneuver landing approach, the possibility do not gone around in landing mission.Terminal area energy section (Terminal
Area Energy Management, abbreviation TAEM) refer to that RLV heats height when having reached lower level from air force
(the about height of 28km) rises to sail off the course to aircraft and adjusts cylinder and be adjusted to horizontal flight (i.e. angle of heel be 0) state, and
Inflight phase until line up (the about height of 3km).The energy variation of aircraft and trajectory shape are closely related,
It must be limited by its flight path in flight course, be flown in strict accordance with track section.In addition, TAEM sections are repeatable make
The critical stage in return course is reentered with vehicle RLV, needs to eliminate energy and position deviation at the end of reentry stage, multiple
Guarantee that RLV can smoothly enter into automatic Landing window ranges under miscellaneous environmental disturbances.It is advised it would therefore be highly desirable to develop a kind of TAEM in line tracking
Cost-effective method can cook up online the track for meeting the expectation SOT state of termination according to RLV current state, quickly generate corresponding system
Lead instruction.
The TAEM method for planning track of Control System for Reusable Launch Vehicle RLV is mainly the base in space shuttle trajectory planning at present
The improvement that part is carried out on plinth, is longitudinally planned to height or dynamic pressure section based on voyage, and cross is laterally planned to traditional course
Circle tracking mode is adjusted, determines that direct-type or great-leap-forward fly around course adjustment circle according to landing point distance in planning initial time
Row.But in this trajectory planning algorithm, the longitudinal profile of design be it is fixed nonadjustable, significantly limit longitudinal track
The flexibility of planning.In addition, the lateral ground trajectory design method of novel cross that a part of scholar is mentioned all inevitably needs
It carries out the design of S turnaround section and carries out the consumption of affluence energy, or also need to refer to the strategy progress tracing mode of space shuttle
Selection, not unified enough the simplicity of trajectory planning rule, independence is not strong enough.
Summary of the invention
In order to overcome the deficiencies of the above existing technologies, purpose of the present invention is to provide a kind of Control System for Reusable Launch Vehicle
The online method and system for planning of the three-dimensional track of terminal area energy section, longitudinal dynamic pressure section and horizontal lateral ground can be based on
Track rapidly cooks up the feasible three-dimensional track for meeting automatic Landing window requirement from current state.
In view of the above and other objects, the present invention proposes a kind of three-dimensional of Control System for Reusable Launch Vehicle terminal area energy section
The online planing method in track, includes the following steps:
Step S1, the reference dynamic pressure section designed based on height determine longitudinal track；
Step S2 adjusts ground trace determined by circle HAC as energy dissipation circle EDC and course by tracking and determines horizontal side
To track；
Step S3, on-line control adjust the parameter of circle HAC with reference to dynamic pressure section, energy dissipation circle EDC and course to correct
Terminal length travel xf, make to level off to 0 to flight journey error delta s, meet automatic Landing point ALI window requirements.
It preferably, is the segmented version that straight line is combined with cubic curve by reference dynamic pressure Section Design in step S1.
Preferably, in step S1, upper solve at various height is converted by longitudinal trajectory planning task and is suitably attacked
Angle size, to meet the reference dynamic pressure section requirement at each height.
Preferably, step S1 further comprises:
Step S100 calculates expectation dynamic pressure according to reference dynamic pressure section calculation formula；
Step S101 initializes the angle of attack；
Step S102 replaces differential using difference based on current flight state, calculates the value of the dynamic pressure of next height；
Step S103, judges whether the dynamic pressure in the height meets the setting requirements with reference to dynamic pressure section；
Step S104, if not satisfied, then adjusting the angle of attack, return step S102, if satisfied, then exporting using Newton iteration method
The angle of attack, so that it is determined that longitudinal track.
Preferably, described as follows with reference to dynamic pressure section calculation formula in step S100:
Wherein, a0、a1、a2、a3、b0、b1、b2And b3For coefficient, HMID1And HMID2For the height boundary of three sections of dynamic pressure sections
Point divides height and is pre-designed, and do not change in planning process, hALIFor automatic Landing point height, second segment
Constant dynamic pressure qMIDIt is unique variable element for different vertical Trajectory Design:
qMID=qMIN+kq·(qMAX-qMIN)
Wherein, qMAXFor max-Q constraint, qMINFor minimum dynamic constraint, kq∈ [0,1] is adjustable proportionality coefficient.
Preferably, in step S2, the EDC is set and the course adjusts the size and location of circle HAC, vectored flight
Device realizes effective management to power surplus, meets the requirement of automatic Landing window around the two adjustment cylinder maneuvering flights.
Preferably, in step S2, the energy dissipation circle EDC and course adjustment circle HAC are tangent, winged for consuming
Row device energy more than needed, the course adjusts circle HAC and runway extended line is tangent, for guaranteeing terminal course angle and lateral displacement
Satisfaction.
Preferably, in step S2, horizontal lateral planned trajectory planning is divided into following four parts:
Section is captured, guides the vehicle to can smoothly enter into designed flight path by current TEP point, to the height of initial point
The various deviations such as degree, speed and course angle are effectively constrained and are standardized, and the capture direction of aircraft is directed at energy with aircraft
The tangent line of amount dissipation circle EDC is reference direction, and corresponding different initial heading angles are turned left and turned right respectively；
Energy dissipation section, the speed for reaching the vehicle when course adjusts circle HAC is less than velocity of sound, thus smoothly
Into course adjustment section, the angle of heel needed for energy dissipation circle EDC flight is instructed to be made of open loop and closed loop two parts,
Ring opening moiety is the value of the angle of heel needed for energy dissipation circle EDC turning, and closed loop portion is the adjusting of simple proportion differential；
Course adjustment section adjusts circle HAC flight around the course for adjusting final approach course angle line up with runway direction
Required angle of heel instruction is calculated according to proportion differential strategy identical from energy dissipation section by different tilted orientations；
Pre- landing phase, when vehicle, which reaches the course, to be adjusted near at the point of contact for justifying HAC and runway, vehicle enters
Pre- landing phase, proportion of utilization differential strategy provide angle of heel instruction to adjust lateral displacement error, fly always to automatic Landing
Point.
Preferably, in step S3, point three parts are treated winged error in the voyage and are modified: first part is adjusting dynamic pressure
The intermediate constant value dynamic pressure proportionality coefficient k of sectionq, second part is the radius R for adjusting the energy dissipation circle EDCEDCWith relative to
The course adjusts the angle theta of circle HACEDC, Part III is the radius R for adjusting the course and adjusting circle HACHACAnd ordinate
xHAC, and determine that three parts treat the amendment weight of winged error in the voyage by setting amendment proportionality coefficient.
In order to achieve the above objectives, the present invention also provides a kind of three-dimensional rails of Control System for Reusable Launch Vehicle terminal area energy section
The online planning system of mark, comprising:
Longitudinal track determination unit, for designing the determining longitudinal track of reference dynamic pressure section based on height；
Horizontal side track determination unit, for being adjusted determined by circle HAC by tracking as energy dissipation circle EDC and course
Ground trace determines horizontal side track；
On-line control unit adjusts circle HAC's with reference to dynamic pressure section, energy dissipation circle EDC and course for on-line control
Parameter corrects terminal length travel xf, make to level off to 0 to flight journey error delta s, meet automatic Landing point ALI window requirements.
Compared with prior art, a kind of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section of the present invention is online
Method and system for planning, which passes through, determines longitudinal track using with reference to dynamic pressure section, by tracking by energy dissipation circle (Energy
Dissipation Circle, abbreviation EDC) and course adjustment circle (Heading Alignment Circle, abbreviation HAC) institute is really
Fixed ground trace determines horizontal side track, and online according to the parameter that end error refer to dynamic pressure section, EDC and HAC
Adjustment, realizes the online planning of three-dimensional track, ensure that the application on site of trajectory planning algorithm and the strong adaptability to deviation,
And reenter end point hand over to the next shift position and course large deviation in the case where demonstrate the validity of the method for planning track.
Detailed description of the invention
Fig. 1 is a kind of online planing method of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section of the present invention
Flow chart of steps；
Fig. 2 is the detailed flowchart of step S1 in the specific embodiment of the invention；
Fig. 3 is dynamic pressure-altitude profile figure in the specific embodiment of the invention；
Fig. 4 is voyage-altitude profile in the specific embodiment of the invention；
Fig. 5 is horizontal lateral ground track schematic diagram in the specific embodiment of the invention；
Fig. 6 is that three-dimensional track deduces flow chart in the specific embodiment of the invention
Fig. 7 is a kind of online planning system of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section of the present invention
System architecture diagram；
Fig. 8-Figure 10 is the emulation schematic diagram of the specific embodiment of the invention.
Specific embodiment
Below by way of specific specific example and embodiments of the present invention are described with reference to the drawings, those skilled in the art can
Understand further advantage and effect of the invention easily by content disclosed in the present specification.The present invention can also pass through other differences
Specific example implemented or applied, details in this specification can also be based on different perspectives and applications, without departing substantially from
Various modifications and change are carried out under spirit of the invention.
Fig. 1 is a kind of online planing method of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section of the present invention
Flow chart of steps.As shown in Figure 1, a kind of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section of the present invention is in line gauge
The method of drawing, includes the following steps:
Step S1, the reference dynamic pressure section designed based on height determine longitudinal track.
It is the segmentation shape that straight line is combined with cubic curve by reference dynamic pressure Section Design in the specific embodiment of the invention
Formula:
Wherein HMID1And HMID2For the height separation of three sections of dynamic pressure sections, divides height and be pre-designed, and
Do not change in planning process.The constant dynamic pressure q of second segmentMIDIt is unique variable element for different vertical Trajectory Design:
qMID=qMIN+kq·(qMAX-qMIN)(2)
Wherein, qMAXFor max-Q constraint, qMINFor minimum dynamic constraint, kq∈ [0,1] is adjustable proportionality coefficient.
If coefficient a0、a1、a2、a3、b0、b1、b2And b3It determines, so that it may obtain the reference dynamic pressure value at arbitrary height, that is, join
It examines section to uniquely determine, four coefficient a in first segment dynamic pressure section0、a1、a2And a3It can be by elemental height hTEPAnd separation
Height HMID1The dynamic pressure and dynamic pressure at place determine that constraint condition indicates to the change rate of height are as follows:
q(HMID1)=qMID；
Wherein, vTEP、ρTEP、γTEPWithIt is illustrated respectively in speed, the density, flight path angle of line tracking planning starting point
And resistance coefficient.Then have:
It is available using matrix inversion:
All given values are substituted into formula (5), then solve coefficient a0、a1、a2And a3。
Similarly, four coefficient b in third section dynamic pressure section0、b1、b2And b3It can be by automatic Landing point height hALIWith
Demarcate point height HMID2The dynamic pressure and dynamic pressure at place determine that constraint condition indicates to the change rate of height are as follows:
q(HMID2)=qMID；
Wherein, vALIAnd ρALIThe speed and density for respectively indicating automatic Landing point, then have:
It can be obtained by using matrix inversion:
All given values are substituted into formula (8), then solve coefficient b0,b1,b2,b3。
Change rate of the dynamic pressure section at two separationsWithIt is disposed as 0, is to make three sections
It can be smoothly connected between curve, it is contemplated that when automatic Landing section trajectory planning is initial, aircraft needs to meet quasi-equilibrium gliding
Condition, dynamic pressure needs remain unchanged under suitable flight path angle, therefore by the dynamic pressure change rate at automatic Landing point
It is set as 0.
In order to which correlation is directly established in dynamic pressure and height, by this correlation, organically with track section by dynamic pressure
It links together, dynamic pressure, which is carried out derivation to height, to be had:
Again because of D=qSCD/ m, d ρ/dh=- ρ/hs, then it can arrange to obtain:
It, can be under approximate calculation one by formula (10) it is found that replacing differential using difference based on current flight state
The value of the dynamic pressure of height:
Wherein, Δ h indicates the simulation step length based on height.On the other hand, according to the reference dynamic pressure section based on height,
Reference dynamic pressure q in the height of next heightref(hk+1) be it is known, can by formula (1) determine, the purpose of longitudinal trajectory planning is just
It is to meet following equation item so that dynamic pressure of the aircraft on arbitrary height all meets the setting requirements with reference to dynamic pressure section
Part:
q(hk+1)=qref(hk+1) (12)
By formula (11) it is found that only unique variable resistance system when solving practical dynamic pressure value according to the state of current flight device
Number CDIt is unknown, it is therefore desirable to the resistance coefficient for meeting equation (12) is solved, so that aircraft is stablized in reference dynamic pressure section
Upper flight.And resistance coefficient is the function of the angle of attack, Mach number, can be obtained by data form interpolation, therefore longitudinal trajectory planning
Task is converted into the upper suitable angle of attack size of solution at various height, wants to meet the reference dynamic pressure section at each height
It asks, forms the trajectory planning problem based on reference dynamic pressure section.Definition is using the angle of attack as the function of independent variable are as follows:
F (α)=q (hk+1)-qref(hk+1) (13)
If the angle of attack of f (α)=0 can be solved to make, that is, meet the requirement of dynamic pressure equality condition formula (12).In order to meet rail
The demand that mark quickly generates online, the present invention solve the root extraction problem of f (α)=0 this function of a single variable using Newton iteration method.
Therefore, as shown in Fig. 2, step S1 further comprises following steps:
Step S100 calculates expectation dynamic pressure according to reference dynamic pressure section calculation formula, i.e. above-mentioned formula (1)；
Step S101 initializes the angle of attack；
Step S102 replaces differential using difference based on current flight state, calculates the value of the dynamic pressure of next height,
In the specific embodiment of the invention, the dynamic pressure value of next height is calculated according to above-mentioned formula (11)；
Whether step S103, judges whether the dynamic pressure in the height meets the setting requirements with reference to dynamic pressure section, i.e., full
Sufficient above-mentioned formula (12)；
Step S104, if not satisfied, then adjusting the angle of attack, return step S102, if satisfied, then exporting using Newton iteration method
The angle of attack, so that it is determined that longitudinal track.
Step S2, by tracking by energy dissipation circle (Energy Dissipation Circle, abbreviation EDC) and course
It adjusts ground trace determined by circle (Heading Alignment Circle, abbreviation HAC) and determines horizontal side track.
Since horizontal sidestep maneuver will affect flight path angle, and voyage is further influenced, therefore, in order to individually analyze difference
Influence situation of the dynamic pressure section to voyage, the present invention ignore horizontal sidestep maneuver, i.e. setting angle of heel σ=0, are then respectively set dynamic
Press three kinds of different size of proportionality coefficient k of sectionq=0.1, kq=0.5, kq=0.9, to compare different proportion coefficient kqTo boat
The influence situation of journey.It emulates obtained dynamic pressure section such as Fig. 3 and (is followed successively by k from top to bottomq=0.1, kq=0.5, kq=0.9 it is dynamic
Press section) shown in, corresponding voyage is as shown in Figure 4.From fig. 4, it can be seen that dynamic pressure section affects air mileage significantly
Size.Different dynamic pressure sections correspond to different air mileages, in the case where meeting various physical limits, the ratio of intermediate dynamic pressure
Example coefficient is smaller, and corresponding air mileage is bigger.
In order to carry out trajectory planning design online, the present invention devises course adjustment circle with reference to the thinking of snakelike motor-driven principle
(Heading Alignment Circle, HAC) and energy dissipation circle (Energy Dissipation Circle, EDC) come auxiliary
The realization of horizontal sidestep maneuver is helped, provides feasible condition for online trajectory planning.Horizontal lateral ground track schematic diagram such as Fig. 5 institute
Show, the present invention devises one and justifies (EDC) with HAC tangent energy dissipation, the energy having more than needed for consuming aircraft, and HAC
It is tangent with runway extended line, for guaranteeing the satisfaction of terminal course angle and lateral displacement.The motor-driven direction of the turning of aircraft and HAC
The abscissa z in the center of circleHACBy the lateral position z for reentering end TEP (i.e. TAEM initial point)TEPAdaptive determination.If zTEPFor
Just, then aircraft tilts to the right to track EDC clockwise, is tilted to the left to track HAC counterclockwise, and otherwise, aircraft tilt turns
It is curved contrary.For the ease of introducing, identifier Γ=sign (Z is definedTEP) z describedTEPSymbol, then the cross in the center of circle HAC
The coordinate of coordinate and EDC can indicate are as follows:
zHAC=-Γ RHAC (14)
xEDC=xHAC-(REDC+RHAC)·sin(θEDC) (15)
zEDC=zHAC+Γ(REDC+RHAC)·cos(θEDC) (16)
Wherein, Δ θEDCFor the line in the center of circle in the center of circle and HAC of EDC and the angle of landing coordinate system z-axis, value is limited
Between 20~160 degree, guarantee the correct implementation of lateral guidance scheme.
Since reentering end TEP, aircraft adjusts course to capture EDC, then proceedes in the direction by rectilinear flight
At the point of contact for reaching EDC.Aircraft just flies along the circular arc of EDC after reaching EDC, until at the point of contact of EDC and HAC just
It changes direction along the circular arc flight of HAC.When flight is flown along HAC to line up with runway direction just with rectilinear flight to automatic Landing
Point.Since the OFXF axis of HAC and landing field coordinate system are tangent, the course angle constraint and lateral displacement that can guarantee terminal are about
Beam.According to above-mentioned flithg rules, the lateral planing method of the cross of terminal area energy section can be divided into four parts: capture section, energy
Measure dissipation section, course adjustment section and pre- landing phase.
The task of capture section is mainly that vectored flight device by current TEP point can smoothly enter into designed flight path, to first
The various deviations such as height, speed and the course angle of initial point are effectively constrained and are standardized.The capture direction of aircraft is to fly
The tangent line that device is directed at EDC is reference direction, and corresponding different initial heading angles are turned left and turned right respectively.Therefore, it captures
Angle of heel instruction is designed as directly proportional to heading angle deviation in section:
σ=- Gχ_EDC·Δχcur_EDC (17)
Wherein, Gχ_EDCFor proportional gain, Δ χcur_EDC=χcur-χrefFor current course angle χcurWith reference course angle χrefIt
Between difference.It should be noted that referring to course angle χrefTo be calculated in real time based on current location, the position EDC and EDC radius
It arrives.The task of energy dissipation section mainly consumes extra energy, so that speed when aircraft reaches HAC is less than velocity of sound,
To can smoothly enter into course adjustment section.Energy dissipation section is vital a part in horizontal lateral planning, needed for EDC flight
Angle of heel instruction be made of open loop and closed loop two parts, it is R that ring opening moiety, which is along radius,EDCEDC turning needed for angle of heel
Value, closed loop portion be simple proportion differential adjust:
Wherein, Δ REDCFor the distance and EDC radius R of current location to the center of circle EDCEDCDifference, andIt is Δ REDC
Change rate.WithIt is feedback oscillator.It can be seen from formula (18) as Γ=1, aircraft tilt to the right turning with
It flies by clockwise about EDC, as Γ=- 1, then tilt turning to the left is flown around EDC counterclockwise with pressing, and is turned with practical flight
It is required that being consistent.The task of course adjustment section mainly adjusts final approach course angle line up with runway direction.Needed for HAC flight
Angle of heel instruction is calculated according to proportion differential strategy identical from energy dissipation section by different tilted orientations.
Wherein Δ RHACIt is the distance and HAC radius R for current location to the center of circle HACHACDifference, andIt is Δ RHAC
Change rate.WithIt is feedback oscillator.It is R that ring opening moiety, which is along radius,HACHAC turning needed for angle of heel value.
By formula (19) it is found that as Γ=1, aircraft tilts turning to the left and is flown counterclockwise around HAC with pressing, then to the right as Γ=- 1
Tilt turning requires to be consistent to fly by clockwise about HAC with practical flight turning.When aircraft reaches cutting for HAC and runway
When at point nearby, aircraft enters pre- landing phase, and it is lateral to adjust to provide angle of heel instruction using simple proportion differential strategy
Displacement error flies always to automatic Landing point ALI:
Wherein GZWithIt is feedback oscillator.For the change rate of lateral displacement error Z.In all cases, according to above-mentioned
The absolute value of the instruction of angle of heel designed by rule all needs to meet the constraint less than 70 degree.
The thought of horizontal side track planing method proposed by the present invention is exactly the size and location of reasonable setting EDC and HAC,
Vectored flight device realizes effective management to power surplus, meets automatic Landing window around the two adjustment cylinder maneuvering flights
The requirement of mouth, advantage mainly have:
(1) when power surplus is more, disappearing for energy is carried out without the otherwise designed S turnaround section as conventional method
Consumption.Due to the introducing of EDC, allow to radius size and the position tangent with HAC by adjusting EDC to increase the consumption of energy
It dissipates, trajectory planning mode and energy are identical when not having more than needed, so that Trajectory Design rule is more unified.
(2) without considering that direct-type or great-leap-forward is selected to track HAC.It is run as aircraft TEP point is located at
The cornering mode of the determination of the position of road coordinate system, horizontal lateral ground trace just has determined (relative to landing field coordinate system
The position of HAC is arranged in the other side of the position of TEP in OFXF axis) so that method for planning track is simpler easy-to-use.
(3) since HAC and EDC can be enhanced the adaptability of horizontal side track planning, may be implemented online with on-line control
Reference locus is quickly generated to predict terminal situation, prediction locus planning can be further applied, various deviations are fitted in enhancing
It should be able to power.
Step S3, on-line control correct terminal length travel x with reference to the parameter of dynamic pressure section, EDC and HACf, make wait fly
Error in the voyage Δ s levels off to 0, meets automatic Landing point ALI window requirements.
Since the dynamic pressure section based on height has determined longitudinal track of aircraft, the good tracking to dynamic pressure section is realized
It can guarantee that terminal height, speed and flight path angle meet the requirement of automatic Landing point.Due to the HAC and runway extended line of design
Tangent, realizing can guarantee to reach the course angle and lateral displacement at automatic Landing point to the good tracking of horizontal lateral ground trace
It can satisfy requirement.Therefore, in all end conswtraint conditions of terminal area energy, only along the length travel of runway heading
It is possible that being unable to satisfy automatic Landing point requirement, which is the error that aircraft waits for flight journey.Due to
Terminal time is unknown, and terminal height be it is known, then establish using height as the aircraft particle movement differential equation of independent variable
Group, then by it from elemental height numerical integration to terminal height, wherein angle of attack instruction is calculated according to flow chart shown in Fig. 2
It obtains, with the reference dynamic pressure section of Tracking, angle of heel instruction is true by formula (17)~(20) institute according to different mission phases
It is fixed, it is dedicated to tracking the lateral ground trace of the cross determined by EDC and HAC, finally obtains terminal length travel xf, by itself and phase
The terminal displacement x of prestigeALIIt is compared, terminal displacement error can be obtained, that is, error in the voyage to be flown are as follows:
Δ s=xALI-xf (21)
By formula (21) it is found that if being not above automatic Landing point ALI, Δ s > 0 to flight journey；If terminal waits for flight Cheng Chao
ALI is crossed, then Δ s < 0, therefore, the present invention can correct terminal with reference to the parameter of dynamic pressure section, EDC and HAC by on-line control
Length travel xf, so that Δ s is leveled off to 0, to meet ALI window requirements.The flow chart that its three-dimensional track is deduced is as shown in Figure 6
In the specific embodiment of the invention, winged error in the voyage is treated in point three parts and is modified: first part is tune
Save the intermediate constant value dynamic pressure proportionality coefficient k of dynamic pressure sectionq, second part is the radius R for adjusting EDCEDCWith the folder relative to HAC
Angle θEDC, Part III is the radius R for adjusting HACHACWith ordinate xHAC, and three are determined by setting amendment proportionality coefficient
Treat the amendment weight of winged error in the voyage in part.Interlude dynamic pressure qMIDAdjusting algorithm it is as follows:
Wherein, qsIndicate dynamic pressure proportionality coefficient kqThe capability for correcting of flight journey is treated, i.e. change unit dynamic pressure proportionality coefficient pair
The variation to flight journey answered.To correct proportionality coefficient accordingly.The change of the ground trace as caused by the variation of EDC
Change amount Δ sEDCIt can approximate calculation are as follows:
ΔsEDC=Δ REDCΔχEDC_HAC+(REDC+RHAC)ΔθEDC (23)
Wherein, Δ χEDC_HACIt is aircraft around the angle of one corotating of EDC turning flight.Voyage variation delta sEDCFor
The component part of TAEM sections of total voyage variable quantities.Therefore, terminal error in the voyage to be flown can effectively be corrected to the adjusting of EDC parameter
Δs.Newton iteration method can be passed through according to formula (23) to the radius R of EDCEDCWith the angle theta relative to HACEDCIt carries out corresponding
Adjusting:
WhereinWithTo correct proportionality coefficient accordingly.Similarly, Newton iteration method can be passed through
To the radius R of HACHACWith ordinate xHACIt is adjusted accordingly:
Wherein, Δ χHAC_0It is aircraft around the angle of one corotating of HAC turning flight.WithFor
Corresponding amendment proportionality coefficient.In addition, above-mentioned all amendment proportionality coefficients need to meet:
Also, the amendment of 5 parameters is not necessarily intended to enable simultaneously, it can the certain amendment proportionality coefficients of setting are 0.For
The amendment adjusting of lesser primary condition deviation, one or two parameter can both meet trajectory planning requirement, when 5 parameters are repaired simultaneously
Timing can reach the maximum adaptation ability to initial deviation.
When the current speed of known aircraft and flight path angle, it is big that the size of aircraft turning radius will receive angle of heel
Small influence.Aircraft turning radius R can be acquired according to mechanics and kinematic principleRLVValue range are as follows:
Therefore, the EDC radius R correctedEDCWith HAC radius RHACThe kinetic characteristic that aircraft must be taken into consideration, guarantees it
Within the scope of restriction in the feasible turning radius of aircraft.
Fig. 7 is a kind of online planning system of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section of the present invention
System architecture diagram, as shown in fig. 7, a kind of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section of the present invention is in line gauge
The system of drawing, comprising:
Longitudinal track determination unit 701, for designing the determining longitudinal track of reference dynamic pressure section based on height.
In the specific embodiment of the invention, upper at various height solve suitably is converted by longitudinal trajectory planning task
Angle of attack size forms the trajectory planning based on reference dynamic pressure section to meet the reference dynamic pressure section requirement at each height
Problem.Longitudinal track determination unit 701 is specifically used for:
According to reference dynamic pressure section calculation formula, i.e. above-mentioned formula (1), expectation dynamic pressure is calculated；
Initialize the angle of attack；
Differential is replaced using difference based on current flight state, the value of the dynamic pressure of next height is calculated, in the present invention
In specific embodiment, i.e., the dynamic pressure value of next height is calculated according to above-mentioned formula (11)；
Judge whether the dynamic pressure in the height meets the setting requirements with reference to dynamic pressure section, i.e., whether meets above-mentioned formula
(12)；
If not satisfied, then adjusting the angle of attack using Newton iteration method, the step of calculating next height dynamic pressure is returned, if satisfied,
The angle of attack is then exported, so that it is determined that longitudinal track.
Horizontal side track determination unit 702, for by tracking by energy dissipation circle (Energy Dissipation
Circle, abbreviation EDC) and course adjust circle (Heading Alignment Circle, abbreviation HAC) determined by ground trace
Determine horizontal side track.
In the specific embodiment of the invention, course adjustment circle (Heading is devised with reference to the thinking of snakelike motor-driven principle
Alignment Circle, HAC) and energy dissipation circle (Energy Dissipation Circle, EDC) it is horizontal lateral to assist
Motor-driven realization provides feasible condition for online trajectory planning.The lateral ground track schematic diagram such as Fig. 5 institute of cross of the invention
Show, devises one and justify (EDC) with HAC tangent energy dissipation, the energy having more than needed for consuming aircraft, and HAC and runway
Extended line is tangent, for guaranteeing the satisfaction of terminal course angle and lateral displacement.The motor-driven direction of turning of aircraft and the center of circle HAC
Abscissa zHACBy the lateral position z for reentering end TEP (i.e. TAEM initial point)TEPAdaptive determination.If zTEPIt is positive, then
Aircraft tilts to the right to track EDC clockwise, is tilted to the left to track HAC counterclockwise, and otherwise, aircraft tilts turn direction
On the contrary.
Since reentering end TEP, aircraft adjusts course to capture EDC, then proceedes in the direction by rectilinear flight
At the point of contact for reaching EDC.Aircraft just flies along the circular arc of EDC after reaching EDC, until at the point of contact of EDC and HAC just
It changes direction along the circular arc flight of HAC.When flight is flown along HAC to line up with runway direction just with rectilinear flight to automatic Landing
Point.Since the OFXF axis of HAC and landing field coordinate system are tangent, the course angle constraint and lateral displacement that can guarantee terminal are about
Beam.According to above-mentioned flithg rules, the lateral planing method of the cross of terminal area energy section can be divided into four parts: capture section, energy
Measure dissipation section, course adjustment section and pre- landing phase.
The task of capture section is mainly that vectored flight device by current TEP point can smoothly enter into designed flight path, to first
The various deviations such as height, speed and the course angle of initial point are effectively constrained and are standardized.The capture direction of aircraft is to fly
The tangent line that device is directed at EDC is reference direction, and corresponding different initial heading angles are turned left and turned right respectively；Energy dissipation section
Task mainly consume extra energy so that aircraft reach HAC when speed be less than velocity of sound, to can smoothly enter into course
Adjustment section, energy dissipation section are vital a part in horizontal lateral planning, and the angle of heel needed for EDC flight is instructed by opening
Ring and closed loop two parts composition, it is R that ring opening moiety, which is along radius,EDCEDC turning needed for angle of heel value, closed loop portion is
Simple proportion differential is adjusted；The task of course adjustment section mainly adjusts final approach course angle line up with runway direction.Around HAC
Angle of heel instruction needed for flight is calculated according to proportion differential strategy identical from energy dissipation section by different tilted orientations
It arrives；When near at the point of contact that aircraft reaches HAC and runway, aircraft enters pre- landing phase, utilizes simple proportion differential
Strategy provides angle of heel instruction to adjust lateral displacement error, flies always to automatic Landing point ALI.
The thought of horizontal side track planing method proposed by the present invention is exactly the size and location of reasonable setting EDC and HAC,
Vectored flight device realizes effective management to power surplus, meets automatic Landing window around the two adjustment cylinder maneuvering flights
The requirement of mouth.
On-line control unit 703 corrects terminal longitudinal direction with reference to the parameter of dynamic pressure section, EDC and HAC for on-line control
Displacement xf, make to level off to 0 to flight journey error delta s, meet automatic Landing point ALI window requirements.
Since the dynamic pressure section based on height has determined longitudinal track of aircraft, the good tracking to dynamic pressure section is realized
It can guarantee that terminal height, speed and flight path angle meet the requirement of automatic Landing point.Due to the HAC and runway extended line of design
Tangent, realizing can guarantee to reach the course angle and lateral displacement at automatic Landing point to the good tracking of horizontal lateral ground trace
It can satisfy requirement.Therefore, in all end conswtraint conditions of terminal area energy, only along the length travel of runway heading
It is possible that being unable to satisfy automatic Landing point requirement, which is the error that aircraft waits for flight journey.Due to
Terminal time is unknown, and terminal height be it is known, then establish using height as the aircraft particle movement differential equation of independent variable
Group, then by it from elemental height numerical integration to terminal height, wherein angle of attack instruction is calculated according to flow chart shown in Fig. 2
It obtains, with the reference dynamic pressure section of Tracking, angle of heel instruction is true by formula (17)~(20) institute according to different mission phases
It is fixed, it is dedicated to tracking the lateral ground trace of the cross determined by EDC and HAC, finally obtains terminal length travel xf, by itself and phase
The terminal displacement x of prestigeALIIt is compared, terminal displacement error can be obtained, that is, error in the voyage to be flown, such as previously described formula (21).
By formula (21) it is found that if being not above automatic Landing point ALI, Δ s > 0 to flight journey；If terminal waits for flight Cheng Chao
ALI is crossed, then Δ s < 0, therefore, terminal longitudinal direction position can be corrected with reference to the parameter of dynamic pressure section, EDC and HAC by on-line control
Move xf, so that Δ s is leveled off to 0, to meet ALI window requirements.
In the specific embodiment of the invention, winged error in the voyage is treated in point three parts and is modified: first part is tune
Save the intermediate constant value dynamic pressure proportionality coefficient k of dynamic pressure sectionq, second part is the radius R for adjusting EDCEDCWith the folder relative to HAC
Angle θEDC, Part III is the radius R for adjusting HACHACWith ordinate xHAC, and three are determined by setting amendment proportionality coefficient
Treat the amendment weight of winged error in the voyage in part.
The present invention carries out numerical simulation verifying to the validity of the online planing method of TAEM three-dimensional track proposed.It will mark
The TAEM initial parameter of title is arranged are as follows: hTEP=28km, XTEP=-65km, ZTEP=40km, vTEP=900m/s, γTEP=-8 °,
χTEP=-80 °.TAEM terminal parameter setting are as follows: hALI=3km, XALI=-21km, ZALI=0km, χALI=0 °, vALI< 180m/
s.It is to be herein pointed out since terminal velocity does not have specific desired value, for the ease of the design of the track TAEM and feasible
Property analysis, retain certain error remaining, set 170m/s for TAEM terminal velocity.Terminal allowable error are as follows: Δ XALI=±
0.3km, Δ ZALI=± 0.1km, Δ χALI=± 0.5 °.Course adjusts circle HAC parameter initialization are as follows: RHAC=2km, xHAC=-
22km, yHAC=-RHAC.Energy dissipation justifies EDC parameter initialization are as follows: REDC=5km, θEDC=30 °, then, and xEDC=xHAC-(RHAC+
REDC)·sin(θEDC), zEDC=zHAC-(REDC+RHAC)·cos(θEDC).Course adjusts circle HAC correction factor setting are as follows: Energy dissipation circle EDC correction factor setting are as follows:Dynamic pressure
The setting of section correction factor are as follows:qs=30000.
Using the position of automatic Landing point as the center of circle, radius is on the circular arc of 100km, at interval of 5 ° of settings, one initial bit
Set a little, altogether be provided with 72 initial positions, these initial points apart from automatic Landing point linear distance having the same (about
100km), and corresponding initial heading angle all alignment automatic Landing points are set.Deviation of handing over to the next shift so is being reentered on a large scale
In the case of carry out terminal area energy section Trajectory Planning, 72 track the TAEM each condition curve such as Fig. 8 emulated~
Shown in Figure 10, mean value and the variance for counting trace end state outcome are as shown in table 1.
Table 1 reenters hand over to the next shift deviation under TAEM program results
Fig. 8, which is described, reenters 72 TAEM three-dimensional track curves that end point is handed over to the next shift under large deviation, from different initial bits
Flight is set to identical automatic Landing point, wherein " * " number depicts the TAEM initial position of aircraft in three dimensions.From
Longitude and latitude curve shown in Fig. 9 can be more clearly seen the facilities (being described with symbol " * ") of 72 initial positions, and
All trace ends reach automatic Landing point.The dynamic pressure altitude curve of Figure 10 shows to meet the need of different air mileages
It asks, longitudinal trajectory planning obtains different reference dynamic pressure sections.As it can be seen from table 1 72 tracks that emulation obtains all meet
Demanding terminal, and all very close desired value of the mean value of every end conswtraint, all tracks are all not above 180m/s's
Terminal velocity limitation, terminal course angle is all in ± 0.5 ° of error range, and terminal length travel is all in the error model of ± 0.3km
In enclosing, terminal lateral displacement illustrates that the trajectory planning algorithm has good planning accurate all in the error range of ± 0.1km
Property and planning stability, and hand over to the next shift the strong adaptability of position and course angle large deviation to end point is reentered, demonstrate the present invention
The validity of the quick planning algorithm of TAEM three-dimensional track of proposition.
In conclusion a kind of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section of the present invention side of planning online
Method and system, which pass through, determines longitudinal track using with reference to dynamic pressure section, by tracking by energy dissipation circle (Energy
Dissipation Circle, abbreviation EDC) and course adjustment circle (Heading Alignment Circle, abbreviation HAC) institute is really
Fixed ground trace determines horizontal side track, and the parameter of dynamic pressure section, EDC and HAC are referred to according to end error on-line tuning,
The online planning for realizing three-dimensional track ensure that the application on site of trajectory planning algorithm and the strong adaptability to deviation, and
Reenter end point hand over to the next shift position and course large deviation in the case where demonstrate the validity of the method for planning track.
The above-described embodiments merely illustrate the principles and effects of the present invention, and is not intended to limit the present invention.Any
Without departing from the spirit and scope of the present invention, modifications and changes are made to the above embodiments by field technical staff.Therefore,
The scope of the present invention, should be as listed in the claims.
Claims (10)
1. a kind of online planing method of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section, includes the following steps:
Step S1, the reference dynamic pressure section designed based on height determine longitudinal track；
Step S2 adjusts ground trace determined by circle HAC as energy dissipation circle EDC and course by tracking and determines horizontal lateral rail
Mark；
Step S3, on-line control adjust the parameter of circle HAC with reference to dynamic pressure section, energy dissipation circle EDC and course to correct terminal
Length travel xf, make to level off to 0 to flight journey error delta s, meet automatic Landing point ALI window requirements.
2. a kind of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section as described in claim 1 side of planning online
Method, it is characterised in that: be the segmented version that straight line is combined with cubic curve by reference dynamic pressure Section Design in step S1.
3. a kind of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section as claimed in claim 2 side of planning online
Method, it is characterised in that: in step S1, convert the upper suitable angle of attack of solution at various height for longitudinal trajectory planning task
Size, to meet the reference dynamic pressure section requirement at each height.
4. a kind of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section as claimed in claim 3 side of planning online
Method, which is characterized in that step S1 further comprises:
Step S100 calculates expectation dynamic pressure according to reference dynamic pressure section calculation formula；
Step S101 initializes the angle of attack；
Step S102 replaces differential using difference based on current flight state, calculates the value of the dynamic pressure of next height；
Step S103, judges whether the dynamic pressure in the height meets the setting requirements with reference to dynamic pressure section；
Step S104, if not satisfied, then the angle of attack, return step S102 are adjusted using Newton iteration method, if satisfied, then output is attacked
Angle, so that it is determined that longitudinal track.
5. a kind of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section as claimed in claim 4 side of planning online
Method, which is characterized in that described as follows with reference to dynamic pressure section calculation formula in step S100:
Wherein, a0、a1、a2、a3、b0、b1、b2And b3For coefficient, HMID1And HMID2For the height separation of three sections of dynamic pressure sections, stroke
Point height is pre-designed, and is not changed in planning process, hALIFor automatic Landing point height, the constant of second segment is moved
Press qMIDIt is for unique variable element of different longitudinal Trajectory Designs:
qMID=qMIN+kq·(qMAX-qMIN)
Wherein, qMAXFor max-Q constraint, qMINFor minimum dynamic constraint, kq∈ [0,1] is adjustable proportionality coefficient.
6. a kind of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section as described in claim 1 side of planning online
Method, it is characterised in that: in step S2, the EDC is set and the course adjusts the size and location of circle HAC, vectored flight
Device realizes effective management to power surplus, meets the requirement of automatic Landing window around the two adjustment cylinder maneuvering flights.
7. a kind of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section as claimed in claim 6 side of planning online
Method, it is characterised in that: in step S2, the energy dissipation circle EDC and course adjustment circle HAC are tangent, winged for consuming
Row device energy more than needed, the course adjusts circle HAC and runway extended line is tangent, for guaranteeing terminal course angle and lateral displacement
Satisfaction.
8. a kind of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section as claimed in claim 7 side of planning online
Method, which is characterized in that in step S2, horizontal lateral planned trajectory planning is divided into following four parts:
Capture section, the vehicle guided to can smoothly enter into designed flight path by current TEP point, to the height of initial point,
The various deviations such as speed and course angle are effectively constrained and are standardized, and quasi-energy is consumed with aircraft in the capture direction of aircraft
The tangent line for dissipating circle EDC is reference direction, and corresponding different initial heading angles are turned left and turned right respectively；
Energy dissipation section, the speed for reaching the vehicle when course adjusts circle HAC is less than velocity of sound, to can smoothly enter into
Course adjustment section, the angle of heel needed for energy dissipation circle EDC flight is instructed to be made of open loop and closed loop two parts, open loop
Part is the value of the angle of heel needed for energy dissipation circle EDC turning, and closed loop portion is the adjusting of simple proportion differential；
Course adjustment section adjusts needed for circle HAC flight for adjusting final approach course angle line up with runway direction around the course
Angle of heel instruction be calculated by different tilted orientations according to proportion differential strategy identical from energy dissipation section；
Pre- landing phase, when near at vehicle reaching the point of contact that the course adjusts circle HAC and runway, vehicle enters pre-
Land section, proportion of utilization differential strategy provide angle of heel instruction to adjust lateral displacement error, fly always to automatic Landing point.
9. a kind of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section as described in claim 1 side of planning online
Method, it is characterised in that: in step S3, point three parts are treated winged error in the voyage and are modified: first part is adjusting dynamic pressure
The intermediate constant value dynamic pressure proportionality coefficient k of sectionq, second part is the radius R for adjusting the energy dissipation circle EDCEDCWith relative to
The course adjusts the angle theta of circle HACEDC, Part III is the radius R for adjusting the course and adjusting circle HACHACAnd ordinate
xHAC, and determine that three parts treat the amendment weight of winged error in the voyage by setting amendment proportionality coefficient.
10. a kind of online planning system of three-dimensional track of Control System for Reusable Launch Vehicle terminal area energy section, comprising:
Longitudinal track determination unit, for designing the determining longitudinal track of reference dynamic pressure section based on height；
Horizontal side track determination unit, for adjusting ground determined by circle HAC as energy dissipation circle EDC and course by tracking
Track determines horizontal side track；
On-line control unit adjusts the parameter of circle HAC for on-line control with reference to dynamic pressure section, energy dissipation circle EDC and course
To correct terminal length travel xf, make to level off to 0 to flight journey error delta s, meet automatic Landing point ALI window requirements.
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