CN113911398A - Aircraft monopulse avoidance strategy determination method and system - Google Patents
Aircraft monopulse avoidance strategy determination method and system Download PDFInfo
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Abstract
The invention relates to a method and a system for determining an aircraft monopulse avoidance strategy, wherein the method comprises the following steps: determining a velocity of the aircraft after the pulse is applied; determining the operating angular momentum of the aircraft after the pulse is applied; determining a position of the aircraft after the pulse is applied; determining the eccentricity of the aircraft after the pulse is applied; determining a true anomaly of the aircraft after the pulse is applied; calculating an included angle between the initial position of the aircraft and the avoiding position on the avoiding track; determining the semimajor axis of the aircraft orbit after the pulse is applied; determining the space distance between the avoidance position of the aircraft on the avoidance orbit and the earth mass center; determining the spatial distance of the aircraft from the earth centroid at the position subject to the interceptor attack when no pulse is applied; and (4) obtaining a distance difference by subtracting the two distances, and determining an optimal avoidance strategy. The method of the invention can enable the target aircraft to maneuver according to the preset design parameters when encountering the attack, thereby ensuring that the target aircraft is far away from the threat area.
Description
Technical Field
The invention relates to the field of space attack and defense, in particular to a method and a system for determining a monopulse evasion strategy of an aircraft.
Background
With the exploration of space and the development of space technology, the space making right is increasingly important. Space defense and attack have become the hot spot of the research in the space technology and military field of all countries. On the other hand, based on the characteristics of low cost and flexibility of a small aircraft, the aircraft is intercepted by the aircraft to become a main means of space attack and defense. In the prior art, the research on space attack and defense mainly focuses on optimizing the spacecraft trajectory by using various control methods or intelligent algorithms, and the given target is realized by taking energy consumption and flight time as design indexes, and mostly starts from the interception angle. For the research from the aspect of avoiding the party in the attack and defense process, almost no relevant research is available.
Under the background, the invention researches the problem that the target aircraft avoids by orbital maneuver, analyzes the avoiding effect of the orbital maneuver of the aircraft under different initial conditions and pulse increment, and can inject programs offline in the engineering practice to make the target aircraft maneuver according to preset design parameters when encountering attacks, thereby ensuring that the target aircraft is far away from threat areas and making up the blank of the prior art.
Disclosure of Invention
The invention aims to provide a method and a system for determining a monopulse evasion strategy of an aircraft, so that a target aircraft can maneuver according to preset design parameters when encountering an attack, and the target aircraft is ensured to be far away from a threat area.
In order to achieve the purpose, the invention provides the following scheme:
a method of aircraft monopulse avoidance strategy determination, the method comprising:
determining a velocity of the aircraft after the pulse is applied;
determining an angular momentum of operation of the pulsed aircraft based on the velocity of the pulsed aircraft;
determining a position of the aircraft after the pulse is applied;
determining an eccentricity of the pulsed aerial vehicle based on the position of the pulsed aerial vehicle, the velocity of the pulsed aerial vehicle, and the angular momentum of travel of the pulsed aerial vehicle;
determining a true anomaly angle of the pulsed aerial vehicle based on the eccentricity of the pulsed aerial vehicle and the position of the pulsed aerial vehicle;
calculating an included angle between the initial position of the aircraft and the avoidance position on the avoidance track according to a Kepler formula;
determining the semimajor axis of the aircraft orbit after the pulse is applied;
determining the space distance between the avoidance position of the aircraft on the avoidance orbit and the earth mass center according to the included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit, the semimajor axis of the aircraft running orbit after the pulse is applied, the eccentricity of the aircraft after the pulse is applied and the true approach point angle of the aircraft after the pulse is applied;
determining the spatial distance of the aircraft from the earth centroid at the position subject to the interceptor attack when no pulse is applied;
the space distance between the avoidance position of the aircraft on the avoidance orbit and the earth mass center is differentiated from the space distance between the position of the aircraft which is attacked by the interceptor and the earth mass center when no pulse is applied, so that the distance difference is obtained;
and determining an optimal avoidance strategy according to the distance difference.
Optionally, the determining the speed of the aircraft after applying the pulse specifically includes the following steps:
determining a pulse increment Δ v;
determining a velocity of the aircraft after applying the pulse based on the pulse increment: v. of1＝v0+ Δ v, wherein v1Representing the speed, v, of the aircraft after application of the pulse0Representing the initial velocity of the aircraft when no pulse is applied.
Optionally, the following formula is specifically adopted for determining the motion of the operating angle of the pulsed aircraft based on the velocity of the pulsed aircraft:
Optionally, the following formula is specifically adopted for determining the eccentricity of the pulsed aircraft based on the position of the pulsed aircraft, the speed of the pulsed aircraft, and the operating angular momentum of the pulsed aircraft:
e1＝e1ii+e1jj+e1kk, wherein,
e1representing the eccentricity of the aircraft after the application of the pulse, h0Representing the angular momentum of travel, r, of the aircraft when no pulse is applied0Representing the initial position of the aircraft when no pulse is applied, i, j, k representing the unit vectors corresponding to the three axes of the near-focus coordinate system，
Representing the true anomaly of the aircraft when no pulse is applied, Δ v representing the pulse increment, γ representing the angle of the pulse increment with respect to the orbital plane, α representing the angle of the projection of the pulse increment on the orbital plane with respect to the x-axis, v0Denotes the initial velocity of the aircraft when no pulse is applied, β is the flight angle of the aircraft, μ denotes the earth's gravity constant, μ is 398600km3/s2。
Optionally, the following formula is specifically adopted for determining the spatial distance between the avoidance position of the aircraft on the avoidance orbit and the earth centroid according to the included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit, the semimajor axis of the aircraft running orbit after the pulse is applied, the eccentricity of the aircraft after the pulse is applied, and the true approach point angle of the aircraft after the pulse is applied:
Optionally, the following formula is specifically adopted to determine the spatial distance from the earth centroid of the aircraft at the position where the interceptor attack is suffered when no pulse is applied:
Optionally, the spatial distance between the avoidance position of the aircraft on the avoidance orbit and the earth centroid is different from the spatial distance between the position of the aircraft under the attack of the interceptor and the earth centroid when no pulse is applied, and the obtained distance difference specifically adopts the following formula:
Optionally, the determining an optimal evasive strategy according to the distance difference specifically includes the following steps:
when the aircraft travels on its track to a certain position M0When the system is attacked, the system carries out global search, the included angle gamma between the pulse increment and the track plane and the included angle alpha between the projection of the pulse increment on the track plane and the x axis respectively change within the range of 0-2 pi, and an order is found
Obtaining the maximum gamma and alpha, namely the optimal direction of the applied pulse;
when the aircraft runs to a certain position on the track, the aircraft is monitored to be attacked by the other party, and under the condition that the avoiding time length t is fixed, the aircraft runs to a pulse application point M after delta t1＝M0+ Δ M, escape flight time after pulse application tfThe included angle gamma between the pulse increment and the orbit plane and the included angle alpha between the projection of the pulse increment on the orbit plane and the x axis respectively change within the range of 0-2 pi, and an order is found
Obtaining the maximum delta t and further obtaining the mean-near point angle M1I.e. the optimum position to avoid.
For the above method in the present invention, the present invention further provides an aircraft monopulse avoidance strategy determining system, which is configured to execute the above method, and the system includes:
the pulse-applied aircraft speed determination module is used for determining the speed of the pulse-applied aircraft;
the pulsed aircraft operating angular momentum determination module is used for determining the pulsed aircraft operating angular momentum based on the pulsed aircraft speed;
a post-pulse aircraft position determination module for determining a position of the post-pulse aircraft;
a post-pulse aircraft eccentricity determination module for determining eccentricity of the post-pulse aircraft based on the position of the post-pulse aircraft, the velocity of the post-pulse aircraft, and the angular momentum of travel of the post-pulse aircraft;
a post-pulse aircraft true-near-point angle determination module for determining a true-near-point angle of the post-pulse aircraft based on the eccentricity of the post-pulse aircraft and the position of the post-pulse aircraft;
the included angle determining module is used for calculating the included angle between the initial position of the aircraft and the avoiding position on the avoiding track according to a Keplerian formula;
the semimajor axis determining module of the aircraft running track after the pulse is applied is used for determining the semimajor axis of the aircraft running track after the pulse is applied;
the space distance determining module is used for determining the space distance between the aircraft avoiding position on the avoiding track and the earth mass center according to the included angle between the aircraft initial position and the aircraft avoiding position on the avoiding track, the semimajor axis of the aircraft running track after pulse application, the eccentricity of the aircraft after pulse application and the true approach point angle of the aircraft after pulse application;
the space distance determining module is used for determining the space distance from the earth centroid to the position attacked by the interceptor when the pulse is not applied;
the distance difference determining module is used for making a difference between the spatial distance from the sheltering position of the aircraft on the sheltering orbit to the earth centroid and the spatial distance from the position of the aircraft under the attack of the interceptor to the earth centroid when no pulse is applied, so as to obtain a distance difference;
and the optimal avoidance strategy determining module is used for determining an optimal avoidance strategy according to the distance difference.
According to the specific embodiment provided by the invention, the invention discloses the following technical effects:
the method and the system analyze the influence of different initial conditions and pulse increments on the avoidance effect aiming at the problem of the motor avoidance of the track under the action of a single pulse, the optimum pulse increment direction exists at the pulse increment application point, the avoidance effect is the best, the larger the pulse increment is when other conditions are the same, the better the avoidance effect is, meanwhile, the attack of the other side is detected earlier, so the avoidance is carried out, the effect is better, but the method and the system are often related to the performance of the detection system of the side. When different positions of an initial track are attacked, the difference of the avoiding effect is large, the situation that effective avoiding can not be carried out through a single pulse may exist in some positions, and due to the randomness of space attacking and defending opportunities, if a calculation result and a strategy are installed in an on-satellite computer in an off-line mode on the ground in advance, optimal intelligent avoiding of any position can be achieved.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without inventive exercise.
FIG. 1 is a schematic view of an attack and defense model according to an embodiment of the present invention;
FIG. 2 is a diagram illustrating the relationship between pulse directions according to an embodiment of the present invention;
FIG. 3 is a flowchart of a method for determining a monopulse evasive maneuver for an aircraft according to an embodiment of the present invention;
FIG. 4 is a schematic structural diagram of a single-pulse avoidance strategy determination system of an aircraft according to an embodiment of the present invention;
FIG. 5 is a diagram of a relationship between a pulse vector and a distance error according to an embodiment of the present invention;
FIG. 6 is a diagram illustrating the relationship between the pulse vector and the distance error at different positions according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention aims to provide a method and a system for determining a monopulse evasion strategy of an aircraft, so that a target aircraft can maneuver according to preset design parameters when encountering an attack, and the target aircraft is ensured to be far away from a threat area.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
With the exploration of space and the development of space technology, the space making right is increasingly important. Space defense and attack have become the hot spot of the research in the space technology and military field of all countries. On the other hand, based on the characteristics of low cost and flexibility of the small aircraft, the anti-aircraft becomes a main means of space attack and defense. Under the background, the problem that the target aircraft avoids by orbital maneuver is researched, the avoiding effect of the orbital maneuver of the aircraft under different initial conditions and pulse increment is analyzed, and in the engineering practice, a program can be injected off line, so that the target aircraft maneuvers according to preset design parameters when being attacked, and the target aircraft is ensured to be far away from a threat area.
The attack process of an anti-aircraft can be roughly divided into a long-range pilot segment, a homing segment and a last approach segment. The remote guidance section is used for transferring the target track from the latent track to the vicinity of the target position, and conditions are created for the automatic seeking stage. When the system is at t0B, after the time is identified by delta t, the track is operated to the track0When the target aircraft is in a point, the target aircraft is attacked by the interceptor, and as shown in figure 1, the target aircraft performs maneuvering orbital transfer under the action of a single pulse to avoid the attack. Let t0At the moment, the target aircraft at one place is located at an initial position A point, and after the pulse action, the target aircraft runs to a position B on the avoidance track within the time of delta t1Point, space distance
The attack aircraft is large enough, after the remote guidance is finished, the attack aircraft cannot carry out the work of the automatic searching section, and the attack aircraft is in a safe area, so that the attack aircraft can be effectively avoided.
Suppose that:
(1) the aircraft is positioned in a force field with the inverse square of the central distance, and the gravity constant of the earth is 398600km3/s2；
(2) Influence of earth rotation and various perturbation factors on the motion of the aircraft is ignored;
(3) the speed changes but the position vector does not change at the moment when the aircraft obtains the pulse increment, as shown in formula (1)
Setting a scene for intercepting the target aircraft attack, carrying out evasion on the target aircraft through single-pulse maneuver, and calculating the evasion effect of the target aircraft under the action of different pulses.
Fig. 3 is a flowchart of a method for determining a monopulse avoidance strategy of an aircraft according to an embodiment of the present invention, and as shown in fig. 3, the method includes:
s101: the velocity of the aircraft after the pulse is applied is determined.
S102: determining an angular momentum of operation of the pulsed aircraft based on the velocity of the pulsed aircraft.
S103: the position of the aircraft after the pulse is applied is determined.
S104: determining an eccentricity of the pulsed aerial vehicle based on the position of the pulsed aerial vehicle, the velocity of the pulsed aerial vehicle, and the angular momentum of travel of the pulsed aerial vehicle.
S105: determining a true anomaly angle of the pulsed aerial vehicle based on the eccentricity of the pulsed aerial vehicle and the position of the pulsed aerial vehicle.
S106: and calculating an included angle between the initial position of the aircraft and the avoidance position on the avoidance track according to a Kepler formula.
S107: the semi-major axis of the aircraft orbit after the pulse is applied is determined.
S108: and determining the spatial distance between the avoidance position of the aircraft on the avoidance orbit and the earth mass center according to the included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit, the semimajor axis of the aircraft running orbit after the pulse is applied, the eccentricity of the aircraft after the pulse is applied and the true approach point angle of the aircraft after the pulse is applied.
S109: the spatial distance of the aircraft from the earth's centroid at a location subject to interceptor attack when no pulse is applied is determined.
S110: and (3) making a difference between the spatial distance from the sheltering position of the aircraft on the sheltering track to the earth mass center and the spatial distance from the position of the aircraft under the attack of the interceptor to the earth mass center when no pulse is applied, so as to obtain the distance difference.
S111: and determining an optimal avoidance strategy according to the distance difference.
The 11 steps mainly cover the following three points:
1. definition of coordinate system
Near focus coordinate system xyz. The origin of the coordinate system is located at the earth mass center, the X axis points to the direction of the eccentricity vector, the Z axis points to the direction of orbital angular momentum, and the Y axis, the X axis and the Z axis form a right-hand orthogonal coordinate system. The unit vectors corresponding to the three axes are i, j, k respectively.
Orbit centroid coordinate system Cxyz. The origin of the coordinate system is located in the center of mass of the aircraft, the x axis points to the position vector direction, the z axis points to the orbital angular momentum direction, and the y axis, the x axis and the z axis form a right-hand orthogonal coordinate system. The unit vectors corresponding to the three axes are l, m and n respectively.
The transformation relationship of the two coordinate systems can be expressed as
Wherein
Is the true paraxial angle to which the pulse is applied.
2. Model building
The position and the speed of the aircraft running on the Kepler orbit are respectively as follows:
wherein the ratio of a, e,
respectively the semi-major axis, the eccentricity and the true paraxial point angle of the aircraft orbit. The original orbit parameters and the new orbit parameters after the pulse increment application are indicated by subscripts 0 and 1, respectively. Then t0The vector of the initial point a at the upper level under the coordinate system of the centroid orbit can be expressed as:
r0＝r0l (5)
v0＝v0(sinβl+cosβm) (6)
where β is the flight angle of the aircraft.
The tangential and radial velocities of the aircraft are respectively:
can be derived from
The relationship between the pulse increment and the original speed is shown in fig. 2, the included angle between the pulse increment and the orbit plane is γ, the included angle between the projection of the pulse increment on the orbit plane and the x-axis is α, and therefore Δ v can be expressed as follows in a Cxyz coordinate system:
Δv＝Δv(cosγcosαl+cosγsinαm+sinγn) (9)
after applying pulse increment Δ v, the point a velocity is:
v1＝v0+Δv (10)
substituting the formulas (2), (6) and (9) into the formula (10) to obtain
The aircraft operating angular momentum according to orbital dynamics is:
h＝r×v (12)
substituting the formulas (2), (5) and (11) into the formula (12) to obtain
And the following steps:
the included angle between the initial track plane and the escape track plane is as follows:
substituting the formula (13) into the formula (15) to obtain
The true approach point angle of point a on the avoidance trajectory is:
substituting (2), (5) and (15) into (17) to obtain
Let B0And B1Is spaced apart from each other by a distance of
For convenient calculation, the two are unified under a coordinate system, and for this purpose, a centroid coordinate system is subjected to rotation transformation according to 3-1-3, and a transformation matrix is
Substituting the parameters of each orbit into formula (3) to obtain
Wherein
3. Determination of optimal avoidance strategy
From the model established at the point 2, the optimal avoidance strategy requires that under the same conditions,
as large as possible, so that the attacking party cannot approach the evading party, causing attack failure.
When an aircraft travels to a certain position on its orbit (i.e. M)0Known) to be attacked, starting a program immediately, carrying out global search according to the model established in 2, wherein the included angle (gamma) between the pulse increment and the track plane and the included angle (alpha) between the projection of the pulse increment on the track plane and the x axis respectively change within the range of 0-2 pi, and searching for an order
The maximum γ and α are taken, which is the optimal direction for the applied pulse.
② when the aircraft travels to a certain position on its orbit (i.e. M)0Known) and the aircraft is operated to the pulse application point M after delta t under the condition that the avoidance time t is fixed1＝M0+ Δ M, escape flight time after pulse application tfThe included angle (gamma) between the pulse increment and the track plane and the included angle (alpha) between the projection of the pulse increment on the track plane and the x axis respectively change within the range of 0-2 pi, and the searching order
Δ at which the maximum is obtainedtFurther obtain the mean and near point angle M1I.e. the optimum position to avoid.
Fig. 4 is a schematic structural diagram of a single-pulse evasive maneuver determination system of an aircraft according to an embodiment of the present invention, and as shown in fig. 4, the system includes:
a post-pulse aircraft velocity determination module 201 for determining a velocity of the post-pulse aircraft;
a post-pulse aircraft operational angular momentum determination module 202 for determining an operational angular momentum of the post-pulse aircraft based on the velocity of the post-pulse aircraft;
a post-pulse aircraft position determination module 203 for determining a position of the post-pulse aircraft;
a post-pulse aircraft eccentricity determination module 204 for determining eccentricity of the post-pulse aircraft based on the position of the post-pulse aircraft, the velocity of the post-pulse aircraft, and the angular momentum of travel of the post-pulse aircraft;
a post-pulse vehicle true-near angle determination module 205 to determine a true-near angle for the post-pulse vehicle based on the eccentricity of the post-pulse vehicle and the position of the post-pulse vehicle;
an included angle determining module 206 for the initial position of the aircraft and the avoidance position on the avoidance track, which is used for calculating an included angle between the initial position of the aircraft and the avoidance position on the avoidance track according to a Keplerian formula;
a semimajor axis determining module 207 of the aircraft orbit after the pulse is applied, for determining the semimajor axis of the aircraft orbit after the pulse is applied;
a spatial distance determining module 208 for determining the spatial distance between the avoidance position of the aircraft on the avoidance orbit and the earth mass center, wherein the spatial distance determining module is used for determining the spatial distance between the avoidance position of the aircraft on the avoidance orbit and the earth mass center according to the included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit, the semimajor axis of the aircraft running orbit after pulse application, the eccentricity of the aircraft after pulse application and the true approach point angle of the aircraft after pulse application;
a spatial distance determining module 209 from the earth centroid at the location subject to interceptor attack when no pulse is applied for determining the spatial distance from the earth centroid at the location subject to interceptor attack when no pulse is applied;
a distance difference determining module 210, configured to make a difference between a spatial distance from an avoidance position of the aircraft on an avoidance orbit to the earth centroid and a spatial distance from a position where the aircraft is attacked by the interceptor when no pulse is applied to the aircraft to the earth centroid, so as to obtain a distance difference;
and an optimal avoidance strategy determining module 211, configured to determine an optimal avoidance strategy according to the distance difference.
In the following, simulation verification is carried out, and the invention analyzes the avoiding effect by setting different initial conditions and simulation parameters
The influence of (c).
1. For a particular point on a given track, the optimal direction of the pulse increment is globally searched.
TABLE 3-1 simulation parameters are as follows
On the initial orbit, the mean angle is M0After the pulse increment is applied, a global search is performed for the optimal direction of the pulse increment, and the result is shown in fig. 4 below. As can be seen from fig. 4, as the direction of the pulse increment changes, the final spatial distance also changes, and there is an optimal direction for applying the pulse increment in that direction to evade most effectively.
2. Effect of different pulse increment sizes on Δ r
Under the same initial orbit, pulse increments of different sizes are applied, and the calculation results are shown in the following table
TABLE 3-2 Effect of different pulse sizes on range error
From the calculation results, it is found that the evasive effect is better under the same conditions when the pulse increment size is increased.
3. Influence on ar when pulse increments are applied at different positions on the track
Tables 3-3 simulation parameters are as follows
Let t0The aircraft is at different positions on the initial orbit at the moment, and the change of applying the same pulse increment and delta r at different positions is researched. As shown in fig. 6, it can be seen that if a predetermined evasive effect is achieved, pulse increments need to be increased at certain positions, and for the minimum value points in the graph, even if a single-pulse maneuver cannot meet the evasive requirement, other ways may be considered.
4. Effect of different flight times Δ t on Δ r
TABLE 3-4 Effect of different flight times on distance error
According to the calculation result, the earlier the attack of the enemy is detected, the better the effect is, and the avoidance can be further realized.
The scheme of the invention has the following beneficial effects:
the attack process intercepted by the aircraft can be roughly divided into a remote guidance segment, a homing segment and a final approach segment. The remote guidance section is used for transferring the target track from the latent track to the vicinity of the target position, and conditions are created for the automatic seeking stage. When the system is at t0B, after the time is identified by delta t, the track is operated to the track0When the aircraft is in a point, the aircraft is attacked by an interceptor, and as shown in fig. 1, the aircraft in our party performs maneuvering orbital transfer under the action of a single pulse to avoid the attack. Let t0At the moment, the aircraft on our part is positioned at the point A at the initial position, and after the pulse action, the aircraft runs to the point B on the avoidance track within the time of delta t1The point(s) is (are) such that,when space distance
The attack aircraft is large enough, after the remote guidance is finished, the attack aircraft cannot carry out the work of the automatic searching section, and the attack aircraft is in a safe area, so that the attack aircraft can be effectively avoided.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. For the system disclosed by the embodiment, the description is relatively simple because the system corresponds to the method disclosed by the embodiment, and the relevant points can be referred to the method part for description.
The principles and embodiments of the present invention have been described herein using specific examples, which are provided only to help understand the method and the core concept of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In view of the above, the present disclosure should not be construed as limiting the invention.
Claims (9)
1. An aircraft monopulse avoidance strategy determination method, characterized in that the method comprises:
determining a velocity of the aircraft after the pulse is applied;
determining an angular momentum of operation of the pulsed aircraft based on the velocity of the pulsed aircraft;
determining a position of the aircraft after the pulse is applied;
determining an eccentricity of the pulsed aerial vehicle based on the position of the pulsed aerial vehicle, the velocity of the pulsed aerial vehicle, and the angular momentum of travel of the pulsed aerial vehicle;
determining a true anomaly angle of the pulsed aerial vehicle based on the eccentricity of the pulsed aerial vehicle and the position of the pulsed aerial vehicle;
calculating an included angle between the initial position of the aircraft and the avoidance position on the avoidance track according to a Kepler formula;
determining the semimajor axis of the aircraft orbit after the pulse is applied;
determining the space distance between the avoidance position of the aircraft on the avoidance orbit and the earth mass center according to the included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit, the semimajor axis of the aircraft running orbit after the pulse is applied, the eccentricity of the aircraft after the pulse is applied and the true approach point angle of the aircraft after the pulse is applied;
determining the spatial distance of the aircraft from the earth centroid at the position subject to the interceptor attack when no pulse is applied;
the space distance between the avoidance position of the aircraft on the avoidance orbit and the earth mass center is differentiated from the space distance between the position of the aircraft which is attacked by the interceptor and the earth mass center when no pulse is applied, so that the distance difference is obtained;
and determining an optimal avoidance strategy according to the distance difference.
2. The aircraft monopulse avoidance strategy determination method of claim 1, wherein said determining the speed of the aircraft after application of the pulse comprises in particular the steps of:
determining a pulse increment Δ v;
determining a velocity of the aircraft after applying the pulse based on the pulse increment: v. of1＝v0+ Δ v, wherein v1Representing the speed, v, of the aircraft after application of the pulse0Representing the initial velocity of the aircraft when no pulse is applied.
3. The aircraft monopulse avoidance strategy determination method of claim 1, wherein determining the amount of angular momentum of the pulsed aircraft based on the velocity of the pulsed aircraft specifically employs the following equation:
4. The aircraft monopulse avoidance strategy determination method of claim 1, wherein the determining the eccentricity of the pulsed aircraft based on the position of the pulsed aircraft, the velocity of the pulsed aircraft, and the angular momentum of travel of the pulsed aircraft specifically employs the following formula:
e1＝e1ii+e1jj+e1kk, wherein,
e1representing the eccentricity of the aircraft after the application of the pulse, h0Representing the angular momentum of travel, r, of the aircraft when no pulse is applied0Representing the initial position of the aircraft when no pulse is applied, i, j, k representing the unit vectors corresponding to the three axes of the near-focus coordinate system, theta0Representing the true anomaly of the aircraft when no pulse is applied, Δ v representing the pulse increment, γ representing the angle of the pulse increment with respect to the orbital plane, α representing the angle of the projection of the pulse increment on the orbital plane with respect to the x-axis, v0Representing aircraft not pulsedInitial velocity, β is the flight angle of the aircraft, μ represents the earth's gravitational constant, μ is 398600km3/s2。
5. The aircraft monopulse avoidance strategy determining method according to claim 1, wherein the following formula is specifically adopted for determining the spatial distance between the avoidance position of the aircraft on the avoidance orbit and the earth centroid according to the included angle between the aircraft initial position and the avoidance position on the avoidance orbit, the semimajor axis of the aircraft orbit after applying the pulse, the eccentricity of the aircraft after applying the pulse, and the true approach point angle of the aircraft after applying the pulse:
6. The aircraft monopulse avoidance strategy determination method according to claim 1, wherein the determination of the spatial distance of the aircraft from the earth centroid at the position subject to interceptor attack when no pulse is applied specifically employs the following formula:
7. The aircraft monopulse avoidance strategy determining method according to claim 1, wherein a spatial distance between an avoidance position of the aircraft on an avoidance orbit and a centroid of the earth is different from a spatial distance between a position of the aircraft under the attack of the interceptor when no pulse is applied and the centroid of the earth, and the distance difference is obtained by adopting the following formula:
8. The aircraft monopulse avoidance strategy determination method of claim 1, wherein determining an optimal avoidance strategy based on the distance difference comprises the steps of:
when the aircraft travels on its track to a certain position M0When the system is attacked, the system carries out global search, the included angle gamma between the pulse increment and the track plane and the included angle alpha between the projection of the pulse increment on the track plane and the x axis respectively change within the range of 0-2 pi, and an order is found
Obtaining the maximum gamma and alpha, namely the optimal direction of the applied pulse;
when the aircraft runs to a certain position on the track, the aircraft is monitored to be attacked by the other party, and under the condition that the avoiding time length t is fixed, the aircraft runs to a pulse application point M after delta t1＝M0+ Δ M, escape flight time after pulse application tfThe included angle gamma between the pulse increment and the orbit plane and the included angle alpha between the projection of the pulse increment on the orbit plane and the x axis respectively change within the range of 0-2 pi, and an order is found
Obtaining the maximum delta t and further obtaining the mean-near point angle M1I.e. the optimum position to avoid.
9. An aircraft monopulse avoidance strategy determination system, the system comprising:
the pulse-applied aircraft speed determination module is used for determining the speed of the pulse-applied aircraft;
the pulsed aircraft operating angular momentum determination module is used for determining the pulsed aircraft operating angular momentum based on the pulsed aircraft speed;
a post-pulse aircraft position determination module for determining a position of the post-pulse aircraft;
a post-pulse aircraft eccentricity determination module for determining eccentricity of the post-pulse aircraft based on the position of the post-pulse aircraft, the velocity of the post-pulse aircraft, and the angular momentum of travel of the post-pulse aircraft;
a post-pulse aircraft true-near-point angle determination module for determining a true-near-point angle of the post-pulse aircraft based on the eccentricity of the post-pulse aircraft and the position of the post-pulse aircraft;
the included angle determining module is used for calculating the included angle between the initial position of the aircraft and the avoiding position on the avoiding track according to a Keplerian formula;
the semimajor axis determining module of the aircraft running track after the pulse is applied is used for determining the semimajor axis of the aircraft running track after the pulse is applied;
the space distance determining module is used for determining the space distance between the aircraft avoiding position on the avoiding track and the earth mass center according to the included angle between the aircraft initial position and the aircraft avoiding position on the avoiding track, the semimajor axis of the aircraft running track after pulse application, the eccentricity of the aircraft after pulse application and the true approach point angle of the aircraft after pulse application;
the space distance determining module is used for determining the space distance from the earth centroid to the position attacked by the interceptor when the pulse is not applied;
the distance difference determining module is used for making a difference between the spatial distance from the sheltering position of the aircraft on the sheltering orbit to the earth centroid and the spatial distance from the position of the aircraft under the attack of the interceptor to the earth centroid when no pulse is applied, so as to obtain a distance difference;
and the optimal avoidance strategy determining module is used for determining an optimal avoidance strategy according to the distance difference.
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