CN112859914B - Trajectory planning-based hypersonic aircraft reentry safety control method and system - Google Patents
Trajectory planning-based hypersonic aircraft reentry safety control method and system Download PDFInfo
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Abstract
The invention discloses a hypersonic aircraft reentry safety control method and a system based on trajectory planning, wherein the method comprises the steps of calculating flight coverage surfaces in a healthy state and a fault state to obtain an area I and an area II, comparing the current positions, and judging that the initial planning exceeds the flight capability if the initial planning is positioned outside the area I; if the target point is located in the area II, the target point still can be reached along the nominal reentry track; and if not, searching for the alternative target, planning a new reentry trajectory according to the alternative target if found, otherwise, judging that the hypersonic aircraft has no capability of reaching the set target point and lacks the capability of reaching other alternative target positions. The method can solve the condition that the fault-tolerant control method only using the attitude loop cannot enable the aircraft to recover the stable flight state and complete the realization of standard trajectory tracking, and can effectively solve the problem that the hypersonic aircraft has serious executing mechanism faults when flying again.
Description
Technical Field
The invention relates to the field of flight mechanics and control, in particular to a hypersonic aircraft reentry safety control method and system based on trajectory planning.
Background
In order to complete complex and various space missions, the hypersonic aircraft has high requirements on the reliability and safety of a control system, and an actuator is one of important elements of the aircraft, is influenced by complex flight conditions such as high temperature and high speed, is easy to break down, and reduces the stability of the system. Therefore, the fault-tolerant control method is researched for the actuator fault of the elastic hypersonic aircraft, and the fault-tolerant control method has important significance for improving the reliability and safety of the system. The fault-tolerant control technology of the hypersonic aircraft has more theoretical achievements, but the researches mainly focus on an attitude loop, the attitude stabilization and tracking guidance instruction of the hypersonic aircraft are taken as control targets, and the related research content of the guidance loop is less. Considering that the control system capacity of the aircraft is reduced after the actuator fails, and the performance of the controller may not meet the tracking and guiding requirements, control adjustment needs to be performed over a wider range to meet the safety requirements.
Disclosure of Invention
The technical problems to be solved by the invention are as follows: aiming at the problems in the prior art, the invention provides a hypersonic aircraft reentry safety control method and system based on trajectory planning, which can solve the problem that the fault-tolerant control method of only an attitude loop can not enable an aircraft to recover a stable flight state and complete the realization of standard trajectory tracking, and can effectively solve the problem that the hypersonic aircraft reentry flight encounters serious actuator faults.
In order to solve the technical problems, the invention adopts the technical scheme that:
a hypersonic aircraft reentry safety control method based on trajectory planning comprises the following implementation steps:
1) calculating a flight coverage surface of the hypersonic aircraft in a healthy state to obtain an area I, and calculating a flight coverage surface of the hypersonic aircraft in a fault state to obtain an area II, wherein the area II is a subset of the area I;
2) determining the current position of the hypersonic aircraft;
3) comparing the current position with the area I and the area II, and skipping to execute the step 4 if the current position is outside the area I); skipping to execute step 5) if the current position is located in the area II; if the current position is located in the area I and outside the area II, searching for an alternative target, wherein the alternative target is a secondary optimal target or a safe disposal area in the task, if the alternative target exists, skipping to execute the step 6), and if the alternative target does not exist, skipping to execute the step 7);
4) judging that the initial plan of the reentry trajectory of the hypersonic aircraft exceeds the flight capability of the hypersonic aircraft, and ending and exiting;
5) judging that the fault of the hypersonic aircraft impairs the control performance of the system, but still has the capability of reaching a specified target point along a nominal reentry trajectory, ending and exiting;
6) setting the alternative target as a new flight target point, planning a new reentry trajectory according to the new flight target point, ending and exiting;
7) it is determined that the hypersonic aircraft has no ability to reach the intended target point, and lacks the ability to reach other candidate target locations.
Optionally, the step 5) further comprises the step of redistributing the deflection angle of each executing mechanism by adopting an attitude fault-tolerant control method to realize tracking of the guidance instruction; and 6) after planning a new reentry trajectory, resetting the control law by adopting an attitude fault-tolerant control method.
Optionally, step 7) further includes a step of starting a self-destruction procedure of the hypersonic aircraft; the step of judging whether the area II is an empty set or not is also included after the area II is obtained in the step 1), and if the area II is an empty set, a self-destruction program of the hypersonic aircraft is started.
Optionally, the detailed steps of step 1) include:
1.1) assuming that the earth is a homogeneous sphere and does not rotate, establishing a reentry motion model of the simplified hypersonic aircraft under a half-speed system;
1.2) determining a reentry flight corridor of the hypersonic aircraft according to a preset constraint condition;
1.3) generating a flight coverage surface of the hypersonic aircraft under a healthy state to obtain an area I and generating a flight coverage surface of the hypersonic aircraft under a fault state to obtain an area II on the basis of the obtained reentry flight corridor.
Optionally, in step 1.1), the functional expression of the reentry motion model of the hypersonic aircraft is as follows:
in the above formula, the first and second carbon atoms are,
a vector representing the geocentric distance, r is the geocentric distance, V represents velocity,
a vector representing velocity, theta represents a velocity tilt angle,
is a vector of the longitude x and is,
a vector representing the heading angle, ψ represents the heading angle, φ represents the latitude,
the vector representing the latitude, D is the resistance acceleration, g is the gravity acceleration, L is the lift acceleration, sigma is the roll angle in the control variable, the speed inclination angle theta is the included angle between the speed vector and the local horizontal plane, the speed vector is positive above the local horizontal plane, the heading angle psi is the included angle between the projection of the speed vector in the local horizontal plane and the due north direction, and the counterclockwise direction is positive.
Optionally, the detailed steps of step 1.2) include:
1.2.1) the curve of the angle of attack α in a given control variable is given by:
in the above formula, αmaxRepresenting the maximum angle of attack, alphaL/D maxRepresenting maximum lift-drag ratio angle of attack, V representing velocity, V1,V2Respectively are velocity segmentation parameters of an attack angle;
1.2.2) the range of the reentry flight corridor is determined by the constraint conditions of flight dynamic pressure, overload, stagnation point heat flow and quasi-balanced glide as shown in the following formula:
in the above formula, D represents the resistance acceleration,
representing maximum stagnation heat flux density constraint, S representing aircraft reference area, m representing mass of hypersonic aircraft, CqRepresenting the aircraft tip shape parameter, V representing the speed, CDThe resistance-acceleration coefficient is represented by,
representing heat flow constraints in the form of D-V, qmaxDenotes the maximum dynamic pressure constraint, Dq max(V) represents a dynamic pressure reduction of the D-V formBundle ny maxRepresenting maximum normal overload constraint, g representing gravitational acceleration, CL/DDenotes the lift-drag ratio, alpha denotes the angle of attack,
representing the overload constraint in the form D-V, r being the geocentric distance, σQEGCIndicating the roll angle under quasi-equilibrium glide conditions, Ds min(V) represents a balanced glide constraint of the D-V form;
1.2.3) determining the reentry flight corridor in the resistive acceleration-velocity profile as follows:
in the above formula, Ds min(V) represents a balanced glide constraint of the form D-V, D being the resistive acceleration,
to represent
Dq max、
The minimum value of the three is,
representing heat flow constraints in the form of D-V, Dq maxRepresenting a dynamic pressure constraint of the form D-V,
representing overload constraints in the form of D-V.
Optionally, the detailed step of step 1.3) generating the flight coverage area obtaining region I of the hypersonic flight vehicle in the healthy state includes:
1.3.1) for the flight section of the maximum flight path in the reentry flight corridor, obtaining a plurality of reentry tracks under the flight section through a plurality of groups of roll angle symbol schemes, wherein the reentry tracks belong to the same section and have similar flight paths, but the terminal points are not overlapped due to different roll angle symbols, the terminal points of the tracks are distributed in a long and narrow strip-shaped area, and a secondary curve is adopted for fitting to obtain a track terminal point curve corresponding to the flight section; for the flight section of the minimum flight path in the reentry flight corridor, a plurality of reentry tracks under the flight section are obtained through a plurality of groups of roll angle symbol schemes, the reentry tracks belong to the same section and have similar flight paths, but the end points are not overlapped due to different roll angle symbols, the end points of the tracks are distributed in a long and narrow strip-shaped area, and a secondary curve is adopted for fitting to obtain a track starting point curve corresponding to the flight section;
1.3.2) adding auxiliary lines in the area between the track end point curve and the track starting point curve to enable the auxiliary lines to be closed to generate a flight coverage surface of the hypersonic aircraft in a healthy state, and thus obtaining an area I.
Optionally, the detailed step of generating the flight coverage area of the hypersonic aircraft in the fault state to obtain the area II in the step 1.3) includes: and (3) carrying out simulation test on inward sections of the corridor in sequence from the upper boundary and the lower boundary of the original corridor of the reentry flight corridor until a section meeting the tracking capability of the fault aircraft is found, adding auxiliary lines to the two sections meeting the tracking capability of the fault aircraft to enable the two sections to be closed to generate a flight coverage surface of the hypersonic aircraft in a fault state, and thus obtaining an area II.
In addition, the invention also provides a trajectory planning-based hypersonic aircraft reentry safety control system, which comprises computer equipment, wherein the computer equipment is programmed or configured to execute the steps of the trajectory planning-based hypersonic aircraft reentry safety control method; or a memory of the computer device has stored thereon a computer program programmed or configured to execute the trajectory planning based hypersonic aircraft reentry safety control method.
Furthermore, the present invention also provides a computer-readable storage medium having stored thereon a computer program programmed or configured to execute the trajectory planning-based hypersonic aircraft reentry safety control method.
Compared with the prior art, the invention has the following advantages: calculating flight coverage surfaces in a healthy state and a fault state to obtain an area I and an area II, comparing the current positions, and judging that the initial planning exceeds the flight capability if the current positions are positioned outside the area I; if the target point is located in the area II, the target point still can be reached along the nominal reentry track; and if not, searching for the alternative target, planning a new reentry trajectory according to the alternative target if found, otherwise, judging that the hypersonic aircraft has no capability of reaching the set target point and lacks the capability of reaching other alternative target positions. The method is designed aiming at the fault condition of the hypersonic aircraft actuator in the reentry stage, the residual control capability of the aircraft in the fault state is considered from the aspect of track realization, and the control law is reset by adopting an attitude loop fault-tolerant control algorithm under the condition that the nominal track can be tracked and realized; and planning a new feasible track and resetting a control law under the condition that the nominal track cannot be tracked, thereby meeting the basic safety requirement of the aircraft and realizing safety control to a greater extent and range. The method can solve the condition that the fault-tolerant control method only using the attitude loop cannot enable the aircraft to recover the stable flight state and complete the realization of standard trajectory tracking, and can effectively solve the problem that the hypersonic aircraft has serious executing mechanism faults when flying again.
Drawings
FIG. 1 is a schematic diagram of a basic flow of a method according to an embodiment of the present invention.
Fig. 2 shows various situations of comparing the current position with the region I and the region II in the embodiment of the present invention.
Fig. 3 is a schematic view of a reentry flight corridor according to an embodiment of the present invention.
Fig. 4 is a schematic diagram of a planned trajectory based on a profile method in an embodiment of the present invention.
Fig. 5 is a schematic view of the end point of the flight trajectory based on a single section in the embodiment of the invention.
FIG. 6 is a schematic view of a single profile curve fitting of the flight trajectory endpoint in an embodiment of the present invention.
FIG. 7 is a schematic view of a full-section flight endpoint coverage of a healthy aircraft in an embodiment of the invention.
FIG. 8 is a schematic diagram of the subdivision of the reentry flight corridor according to the embodiment of the present invention.
Fig. 9 is a schematic diagram of re-planning a reentry flight trajectory in an embodiment of the present invention.
Detailed Description
As shown in fig. 1 and fig. 2, the implementation steps of the hypersonic aircraft reentry safety control method based on trajectory planning in this embodiment include:
1) calculating a flight coverage surface of the hypersonic aircraft in a healthy state to obtain an area I, and calculating a flight coverage surface of the hypersonic aircraft in a fault state to obtain an area II, wherein the area II is a subset of the area I;
2) determining the current position of the hypersonic aircraft;
3) comparing the current position with the area I and the area II, and skipping to execute the step 4 if the current position is outside the area I); skipping to execute step 5) if the current position is located in the area II; if the current position is located in the area I and outside the area II, searching for an alternative target, wherein the alternative target is a secondary optimal target or a safe disposal area in the task, if the alternative target exists, skipping to execute the step 6), and if the alternative target does not exist, skipping to execute the step 7);
4) judging that the initial plan of the reentry trajectory of the hypersonic aircraft exceeds the flight capability of the hypersonic aircraft, and ending and exiting;
5) judging that the fault of the hypersonic aircraft impairs the control performance of the system, but still has the capability of reaching a specified target point along a nominal reentry trajectory, ending and exiting;
6) setting the alternative target as a new flight target point, planning a new reentry trajectory according to the new flight target point, ending and exiting;
7) it is determined that the hypersonic aircraft has no ability to reach the intended target point, and lacks the ability to reach other candidate target locations.
In this embodiment, the step 5) and the step 6) further include a step of resetting the control law by using a control allocation method, and reallocating the deflection angle of each control surface to realize tracking of the guidance instruction. It should be noted that, resetting the control laws by using the control allocation method is an existing method, and this embodiment only relates to the application of this method, and does not relate to the improvement of resetting the control laws by using the control allocation method, so the detailed implementation is not described herein.
As shown in fig. 2, step 7) of this embodiment further includes a step of starting a self-destruction procedure of the hypersonic aircraft; after the region II is obtained in the step 1), the step of judging whether the region II is an empty set is also included, and if the region II is the empty set (state five), a self-destruction program of the hypersonic aircraft is started. Referring to fig. 2, in the state that the region II is not an empty set, the current position is compared with the region I and the region II, and if the current position is outside the region I, the state is "state four"; if the current position is within region II, then state three; and if the current position is located in the area I and outside the area II, searching for the alternative target, and if the alternative target exists, determining that the current position is in a state one, and if the alternative target does not exist, determining that the current position is in a state two. Under the condition of the state I, the hypersonic aircraft has no capability of reaching a set target point, in this case, a suitable candidate target (the candidate target can be a second best target in a task or a safety disposal area and the like) is selected in the area II and set as a new flight target point, a new reentry trajectory is planned according to the candidate target, and the attitude fault-tolerant control method is adopted to reset the control law. In the second state, the hypersonic aircraft has no ability to reach a set target point and lacks the ability to reach other alternative target positions, and a self-destruction program is started. Under the 'state three', even if the system control performance of the hypersonic aircraft is weakened due to faults, the hypersonic aircraft still can reach the specified target point along the nominal reentry track, and at the moment, the attitude fault-tolerant control method is adopted to redistribute the deflection angle of each executing mechanism to realize the tracking of the guidance instruction. In state four, the hypersonic aircraft indicates that the initial planning of the mission has exceeded the flight capability of the aircraft and should be excluded during the mission planning phase and is not discussed here. In the state five, the hypersonic aerocraft loses the control capability and a self-destruction program is started immediately.
In this embodiment, the detailed steps of step 1) include:
1.1) assuming that the earth is a homogeneous sphere and does not rotate, establishing a reentry motion model of the simplified hypersonic aircraft under a half-speed system;
1.2) determining a reentry flight corridor of the hypersonic aircraft according to a preset constraint condition;
1.3) generating a flight coverage surface of the hypersonic aircraft under a healthy state to obtain an area I and generating a flight coverage surface of the hypersonic aircraft under a fault state to obtain an area II on the basis of the obtained reentry flight corridor.
5. The trajectory planning-based hypersonic aircraft reentry safety control method according to claim 4, characterized in that the functional expression of the reentry motion model of the hypersonic aircraft in step 1.1) is as follows:
in the above formula, the first and second carbon atoms are,
a vector representing the geocentric distance, r is the geocentric distance, V represents velocity,
a vector representing velocity, theta represents a velocity tilt angle,
is a vector of the longitude x and is,
a vector representing the heading angle, ψ represents the heading angle, φ represents the latitude,
vector representing latitude, D is resistance acceleration, g is gravity acceleration, L is lift acceleration, sigma is roll angle in control variable, and speed dip angle theta is speed vectorThe angle between the horizontal plane and the local horizontal plane is positive, the heading angle psi is the angle between the projection of the velocity vector in the local horizontal plane and the due north direction, and the counterclockwise direction is positive. The kinetic equation of the reentrant motion model has 6 independent state variables x ═ (r, λ, Φ, V, θ, ψ), which are geocentric distance, longitude, latitude, velocity inclination, and heading angle. The control variable u is (α, σ), where α is the angle of attack and σ is the roll angle.
In this embodiment, the detailed steps of step 1.2) include:
1.2.1) the curve of the angle of attack α in a given control variable is given by:
in the above formula, αmaxRepresenting the maximum angle of attack, alphaL/D maxRepresenting maximum lift-drag ratio angle of attack, V representing velocity, V1,V2Respectively are velocity segmentation parameters of an attack angle;
1.2.2) the range of the reentry flight corridor is determined by the constraint conditions of flight dynamic pressure, overload, stagnation point heat flow and quasi-balanced glide as shown in the following formula:
in the above formula, D represents the resistance acceleration,
representing maximum stagnation heat flux density constraint, S representing aircraft reference area, m representing mass of hypersonic aircraft, CqRepresenting the aircraft tip shape parameter, V representing the speed, CDThe resistance-acceleration coefficient is represented by,
representing heat flow constraints in the form of D-V, qmaxDenotes the maximum dynamic pressure constraint, Dq max(V) dynamic pressure constraint of D-V form，ny maxRepresenting maximum normal overload constraint, g representing gravitational acceleration, CL/DDenotes the lift-drag ratio, alpha denotes the angle of attack,
representing the overload constraint in the form D-V, r being the geocentric distance, σQEGCIndicating the roll angle under quasi-equilibrium glide conditions, Ds min(V) represents a balanced glide constraint of the D-V form;
1.2.3) determining the reentry flight corridor in the resistive acceleration-velocity profile as follows:
in the above formula, Ds min(V) represents a balanced glide constraint of the form D-V, D being the resistive acceleration,
to represent
Dq max、
The minimum value of the three is,
representing heat flow constraints in the form of D-V, Dq maxRepresenting a dynamic pressure constraint of the form D-V,
representing overload constraints in the form of D-V. In this embodiment, the reentry flight corridor defined in the acceleration-drag profile is shown in FIG. 3.
The constraint conditions in the reentry process of the hypersonic aircraft comprise stagnation heat flow constraint, flight dynamic pressure constraint, overload constraint and the like, and the constraint conditions are as follows:
1. stagnation heat flow constraint:
in the above formula, the first and second carbon atoms are,
for stagnation heat flow, CQIn terms of heat transfer coefficient, ρ represents atmospheric density, V represents velocity,
constrained by maximum stagnation heat flux density in kw/m2. Coefficient of heat transfer CQFor the gliding hypersonic aerocraft, C is taken in relation to the characteristics of the hypersonic aerocraft such as aerodynamic profile and the likeQ＝1×10-7。
2. The flight dynamic pressure constraint is one of the most important characteristic quantities of the hypersonic flight vehicle, the influence of control hinge moment is considered, and the constraint is required in the process of reentry gliding so as to meet the requirement of a control system of the hypersonic flight vehicle. The flight dynamic pressure constraint conditions in this embodiment are as follows:
in the above formula, q represents a flight dynamic pressure, ρ represents an atmospheric density, V represents a velocity, and q represents a flow ratemaxRepresents the maximum dynamic pressure constraint in Pa.
3. The overload capability that hypersonic aircrafts can bear is limited, and the overload constraint needs to be considered in the flight process:
|L cosα+D sinα|/g≤ny max
in the above formula, L, D represents lift and drag accelerations, α represents angle of attack, g represents gravitational acceleration, and n representsy maxIn units of g for maximum normal overload constraint.
4. The ideal re-entry trajectory should be free of jerkiness, have a small velocity dip and vary relatively slowly. To achieve smooth gliding of the trajectory, cos θ ≈ 1 may be approximated, and a quasi-equilibrium glide condition is satisfied:
in the above formula, L represents lift and drag acceleration, σQEGCRepresents the roll angle under quasi-equilibrium glide conditions, g represents the gravitational acceleration, V represents the velocity, and r is the geocentric distance. Roll angle sigma under quasi-equilibrium glide conditionsQEGCUsually zero or a small normal value, and when the quasi-equilibrium glide condition of the above formula takes an equal sign, it is said that σ is equal to σQEGCQuasi-equilibrium glide conditions. This constraint is useful to reduce the high oscillations of the glide trajectory, which during glide is controlled by controlling the roll angle so that it does not exceed σ ═ σQEGCThe maximum gliding boundary of the time can ensure that the hypersonic aerocraft has certain lateral maneuvering capability. The quasi-equilibrium glide condition is a "soft constraint". After a nominal attack angle curve is given, the range of the aircraft to enter a flight corridor can be determined by flight dynamic pressure, overload, stagnation point heat flow and quasi-balanced gliding constraint, and the planned reference track needs to be in the corridor range to meet the constraint condition limit. Firstly, a flight corridor determination method of a drag acceleration-velocity profile is discussed, and the basic idea is to convert a constraint condition into a relation between drag acceleration and velocity, so that a range of a reentry flight corridor determined by the constraint conditions of flight dynamic pressure, overload, stagnation point heat flow and quasi-balanced glide in the step 1.2.2) can be obtained.
In this embodiment, the detailed step of generating the flight coverage area of the hypersonic aircraft in the healthy state to obtain the region I in step 1.3) includes:
1.3.1) for the flight section of the maximum flight path in the reentry flight corridor, obtaining a plurality of reentry tracks under the flight section through a plurality of groups of roll angle symbol schemes, wherein the reentry tracks belong to the same section and have similar flight paths, but the terminal points are not overlapped due to different roll angle symbols, the terminal points of the tracks are distributed in a long and narrow strip-shaped area, and a secondary curve is adopted for fitting to obtain a track terminal point curve corresponding to the flight section; for the flight section of the minimum flight path in the reentry flight corridor, a plurality of reentry tracks under the flight section are obtained through a plurality of groups of roll angle symbol schemes, the reentry tracks belong to the same section and have similar flight paths, but the end points are not overlapped due to different roll angle symbols, the end points of the tracks are distributed in a long and narrow strip-shaped area, and a secondary curve is adopted for fitting to obtain a track starting point curve corresponding to the flight section;
1.3.2) adding auxiliary lines in the area between the track end point curve and the track starting point curve to enable the auxiliary lines to be closed to generate a flight coverage surface of the hypersonic aircraft in a healthy state, and thus obtaining an area I.
For any given flight profile within the reentry corridor, the angle of attack scheme and roll angle size are already determined, leaving only the roll angle sign undetermined in the control quantities. If a set of roll angle signs is arbitrarily given, a reentry trajectory can be obtained by integrating the motion model (fig. 4). And designing a scheme of a plurality of groups of inclination angle symbols to obtain a plurality of reentry tracks under the flight section, wherein the group of tracks belong to the same section and have similar voyages, but the end points are not overlapped due to different inclination angle symbols. The endpoints of the trace are distributed in a narrow strip-like region (fig. 5), which can be fitted with a quadratic curve, thus obtaining the profile and therefore the corresponding trace endpoint line (fig. 6). The up and down movement and adjustment of the profile affects the re-entry range, with the flight profile formed by the lower bound of the corridor corresponding to the maximum range and the flight profile formed by the upper bound of the corridor corresponding to the minimum range. And respectively calculating the distribution of the two reentry trajectory end points to correspondingly obtain two quadratic curves. The necessary auxiliary lines are added to close the aircraft, so that the flight end coverage of a healthy aircraft can be approximately obtained (fig. 7). The flight terminal coverage surface of a healthy aircraft is named as area I. This region is the largest region that can be reached by the aircraft under the existing constraints through controlled reentry, and within which the mission target design in the normal state should also be performed.
In this embodiment, the detailed step of generating the flight coverage of the hypersonic aircraft in the fault state to obtain the region II in step 1.3) includes: and (3) carrying out simulation test on inward sections of the corridor in sequence from the upper boundary and the lower boundary of the original corridor of the reentry flight corridor until a section meeting the tracking capability of the fault aircraft is found, adding auxiliary lines to the two sections meeting the tracking capability of the fault aircraft to enable the two sections to be closed to generate a flight coverage surface of the hypersonic aircraft in a fault state, and thus obtaining an area II. The range of usable angles of attack and roll for a faulty aircraft is reduced compared to the healthy state, which also means that the aircraft re-enters the corridor and is reduced. In order to obtain the reentry corridor of the failed aircraft, the original corridor needs to be divided, and a plurality of subdivided flight profiles are obtained. And (4) carrying out simulation test on inward sections of the corridors sequentially from the upper boundary and the lower boundary of the original corridor until a section meeting the tracking capability of the fault aircraft is found. These two profiles constitute the new re-entry corridor upper and lower bounds (fig. 8). And after determining a new reentry corridor, obtaining the flight terminal coverage surface of the failed aircraft by adopting the method in the previous step and naming the flight terminal coverage surface as a region II. Region ii constitutes a subset of region i (fig. 9). And the smaller the area of the region II, the greater the impairment of the control performance caused by the fault of the actuating mechanism.
In conclusion, the trajectory planning-based hypersonic aircraft reentry safety control method performs trajectory planning by using a profile method based on a reentry dynamics model, maximum and minimum flight path terminal fitting curves are respectively generated by using the obtained corridor lower boundary and corridor upper boundary of a reentry flight corridor, and the areas sandwiched by the maximum and minimum flight path terminal fitting curves form a flight terminal coverage surface of a healthy aircraft and are marked as an area I; adding the fault of the actuating mechanism as a strengthened control quantity constraint into a reentry dynamic model, performing track planning by using a profile method based on the reentry dynamic model, and respectively generating maximum and minimum flight path terminal fitting curves by using the obtained lower boundary and upper boundary of a corridor of a reentry flight corridor, wherein the areas sandwiched by the maximum and minimum flight path terminal fitting curves form a flight terminal coverage surface under a fault mode and are recorded as an area II, and the area II is a subset of the area I; judging a current task target, if the current task target point is contained in a region II, resetting a control law by adopting an attitude fault-tolerant control method, if the current task target point is contained in the region I and is not contained in the region II, selecting a proper disposal point in the region II to set as a new flight target point, and planning a new reentry trajectory according to the new handling point and combining the attitude fault-tolerant control method to carry out control adjustment so as to improve the completion possibility of the flight task. Considering the residual control capability of the hypersonic aircraft in a fault state from the aspect of track realization by aiming at the fault condition design of the hypersonic aircraft actuator in the reentry stage, and resetting a control law by adopting an attitude loop fault-tolerant control algorithm under the condition that a nominal track can be tracked and realized; and planning a new feasible track and resetting a control law under the condition that the nominal track cannot be tracked, thereby meeting the basic safety requirement of the aircraft and realizing safety control to a greater extent and range.
In addition, the present embodiment further provides a trajectory planning-based hypersonic aircraft reentry safety control system, which includes a computer device programmed or configured to execute the steps of the trajectory planning-based hypersonic aircraft reentry safety control method; or a memory of the computer device has stored thereon a computer program programmed or configured to execute the aforementioned trajectory planning based hypersonic aircraft reentry safety control method.
Furthermore, the present embodiment also provides a computer-readable storage medium having stored thereon a computer program programmed or configured to execute the aforementioned trajectory planning-based hypersonic aircraft reentry safety control method.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein. The present application is directed to methods, apparatus (systems), and computer program products according to embodiments of the application wherein instructions, which execute via a flowchart and/or a processor of the computer program product, create means for implementing functions specified in the flowchart and/or block diagram block or blocks. These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks. These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
The above description is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above embodiments, and all technical solutions belonging to the idea of the present invention belong to the protection scope of the present invention. It should be noted that modifications and embellishments within the scope of the invention may occur to those skilled in the art without departing from the principle of the invention, and are considered to be within the scope of the invention.
Claims (7)
1. A hypersonic aircraft reentry safety control method based on trajectory planning is characterized by comprising the following implementation steps:
1) calculating a flight coverage surface of the hypersonic aircraft in a healthy state to obtain an area I, and calculating a flight coverage surface of the hypersonic aircraft in a fault state to obtain an area II, wherein the area II is a subset of the area I;
2) determining the current position of the hypersonic aircraft;
3) comparing the current position with the area I and the area II, and skipping to execute the step 4 if the current position is outside the area I); skipping to execute step 5) if the current position is located in the area II; if the current position is located in the area I and outside the area II, searching for an alternative target, wherein the alternative target is a secondary optimal target or a safe disposal area in the task, if the alternative target exists, skipping to execute the step 6), and if the alternative target does not exist, skipping to execute the step 7);
4) judging that the initial plan of the reentry trajectory of the hypersonic aircraft exceeds the flight capability of the hypersonic aircraft, and ending and exiting;
5) judging that the fault of the hypersonic aircraft impairs the control performance of the system, but still has the capability of reaching a specified target point along a nominal reentry trajectory, ending and exiting;
6) setting the alternative target as a new flight target point, planning a new reentry trajectory according to the new flight target point, ending and exiting;
7) judging that the hypersonic aircraft has no capability of reaching a set target point and lacks the capability of reaching other alternative target positions;
the detailed steps of the step 1) comprise:
1.1) assuming that the earth is a homogeneous sphere and does not rotate, establishing a reentry motion model of the simplified hypersonic aircraft under a half-speed system;
1.2) determining a reentry flight corridor of the hypersonic aircraft according to a preset constraint condition;
1.3) generating a flight coverage surface of the hypersonic aircraft in a healthy state to obtain an area I and generating a flight coverage surface of the hypersonic aircraft in a fault state to obtain an area II on the basis of the obtained reentry flight corridor;
the detailed steps of step 1.2) include:
1.2.1) the curve of the angle of attack α in a given control variable is given by:
in the above formula, αmaxRepresenting the maximum angle of attack, alphaL/DmaxRepresenting maximum lift-drag ratio angle of attack, V representing velocity, V1,V2Respectively are velocity segmentation parameters of an attack angle;
1.2.2) the range of the reentry flight corridor is determined by the constraint conditions of flight dynamic pressure, overload, stagnation point heat flow and quasi-balanced glide as shown in the following formula:
in the above formula, D represents the resistance acceleration,
representing maximum stagnation heat flux density constraint, S representing aircraft reference area, m representing mass of hypersonic aircraft, CqRepresenting the aircraft tip shape parameter, V representing the speed, CDThe resistance-acceleration coefficient is represented by,
representing heat flow constraints in the form of D-V, qmaxDenotes the maximum dynamic pressure constraint, Dqmax(V) represents a dynamic pressure constraint of the form D-V, nymaxRepresenting maximum normal overload constraint, g representing gravitational acceleration, CL/DDenotes the lift-drag ratio, alpha denotes the angle of attack,
representing the overload constraint in the form D-V, r being the geocentric distance, σQEGCIndicating the roll angle under quasi-equilibrium glide conditions, Dsmin(V) represents a balanced glide constraint of the D-V form;
1.2.3) determining the reentry flight corridor in the resistive acceleration-velocity profile as follows:
in the above formula, Dsmin(V) represents a balanced glide constraint of the form D-V, D being the resistive acceleration,
to represent
Dqmax、
The minimum value of the three is,
representing heat flow constraints in the form of D-V, DqmaxRepresenting a dynamic pressure constraint of the form D-V,
representing overload constraints in the form of D-V;
step 1.3) the detailed steps of generating the flight coverage surface of the hypersonic aircraft in a healthy state to obtain the area I comprise:
1.3.1) for the flight section of the maximum flight path in the reentry flight corridor, obtaining a plurality of reentry tracks under the flight section through a plurality of groups of roll angle symbol schemes, wherein the reentry tracks belong to the same section and have similar flight paths, but the terminal points are not overlapped due to different roll angle symbols, the terminal points of the tracks are distributed in a long and narrow strip-shaped area, and a secondary curve is adopted for fitting to obtain a track terminal point curve corresponding to the flight section; for the flight section of the minimum flight path in the reentry flight corridor, a plurality of reentry tracks under the flight section are obtained through a plurality of groups of roll angle symbol schemes, the reentry tracks belong to the same section and have similar flight paths, but the end points are not overlapped due to different roll angle symbols, the end points of the tracks are distributed in a long and narrow strip-shaped area, and a secondary curve is adopted for fitting to obtain a track starting point curve corresponding to the flight section;
1.3.2) adding auxiliary lines in the area between the track end point curve and the track starting point curve to enable the auxiliary lines to be closed to generate a flight coverage surface of the hypersonic aircraft in a healthy state, and thus obtaining an area I.
2. The trajectory planning-based hypersonic aircraft reentry safety control method according to claim 1, characterized in that, the step 5) further comprises the step of redistributing deflection angles of each actuating mechanism by adopting an attitude fault-tolerant control method to realize guidance instruction tracking; and 6) after planning a new reentry trajectory, resetting the control law by adopting an attitude fault-tolerant control method.
3. The trajectory planning-based hypersonic aircraft reentry safety control method according to claim 1, characterized in that step 7) further comprises the step of starting a self-destruction procedure of the hypersonic aircraft; the step of judging whether the area II is an empty set or not is also included after the area II is obtained in the step 1), and if the area II is an empty set, a self-destruction program of the hypersonic aircraft is started.
4. The trajectory planning-based hypersonic aircraft reentry safety control method according to claim 1, characterized in that the functional expression of the reentry motion model of the hypersonic aircraft in step 1.1) is as follows:
in the above formula, the first and second carbon atoms are,
a vector representing the geocentric distance, r is the geocentric distance, V represents velocity,
a vector representing velocity, theta represents a velocity tilt angle,
is a vector of the longitude x and is,
a vector representing the heading angle, ψ represents the heading angle, φ represents the latitude,
the vector representing the latitude, D is the resistance acceleration, g is the gravity acceleration, L is the lift acceleration, sigma is the roll angle in the control variable, the speed inclination angle theta is the included angle between the speed vector and the local horizontal plane, the speed vector is positive above the local horizontal plane, the heading angle psi is the included angle between the projection of the speed vector in the local horizontal plane and the due north direction, and the counterclockwise direction is positive.
5. The trajectory planning-based hypersonic aircraft reentry safety control method according to claim 1, characterized in that the detailed step of generating the flight coverage area obtaining region II of the hypersonic aircraft in the fault state in step 1.3) comprises: and (3) carrying out simulation test on inward sections of the corridor in sequence from the upper boundary and the lower boundary of the original corridor of the reentry flight corridor until a section meeting the tracking capability of the fault aircraft is found, adding auxiliary lines to the two sections meeting the tracking capability of the fault aircraft to enable the two sections to be closed to generate a flight coverage surface of the hypersonic aircraft in a fault state, and thus obtaining an area II.
6. A trajectory planning based hypersonic aircraft reentry safety control system comprising computer equipment, characterized in that the computer equipment is programmed or configured to perform the steps of the trajectory planning based hypersonic aircraft reentry safety control method of any one of claims 1 to 5; or a memory of the computer device is stored with a computer program programmed or configured to execute the trajectory planning-based hypersonic aircraft reentry safety control method according to any one of claims 1 to 5.
7. A computer-readable storage medium having stored thereon a computer program programmed or configured to execute the trajectory planning-based hypersonic aircraft reentry safety control method of any one of claims 1 to 5.
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