CN113911398B - 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 a monopulse avoidance strategy of an aircraft, wherein the method comprises the following steps: determining a speed of the aircraft after the pulse is applied; determining the operational angular momentum of the pulsed aircraft; 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 near point angle of the aircraft after the pulse is applied; calculating an included angle between the initial position of the aircraft and the avoidance position on the avoidance track; determining a semi-major axis of the aircraft orbit after the pulse is applied; determining the spatial distance between the avoidance position of the aircraft on the avoidance orbit and the mass center of the earth; determining a spatial distance from the centroid of the earth of the aircraft at the location subject to the interceptor attack when no pulse is applied; and obtaining a distance difference by making a difference between the two distances, and determining an optimal avoidance strategy. The method can lead the target aircraft to maneuver according to the preset design parameters when encountering attack, thereby ensuring the target aircraft to be 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 avoidance strategy of an aircraft.
Background
With the exploration of space and the development of space technology, the heavenly right making is increasingly important. Space attack and defense have become a hotspot for research in the fields of space technology and military in various countries. On the other hand, based on the characteristics of low cost and flexibility of a small aircraft, the interception of the aircraft by the aircraft becomes a main means of space attack and defense. In the prior art, space attack and defense researches mainly focus on optimizing the track of a spacecraft by utilizing various control methods or intelligent algorithms, and the energy consumption and the flight time are taken as design indexes to realize the set target, and most of the space attack and defense researches are from the interception point of view. There are few related studies from the point of view of the evasion party in the attack and defense process.
Under the background, the problem that the target aircraft is subjected to orbit maneuver to avoid is studied, the effect of the orbit maneuver to avoid under the action of different initial conditions and pulse increment is analyzed, in engineering practice, the program can be injected offline, so that the target aircraft is maneuvered according to preset design parameters when encountering attack, the target aircraft is ensured to be far away from a threat area, and the blank of the prior art is made up.
Disclosure of Invention
The invention aims to provide a method and a system for determining a monopulse avoidance strategy of an aircraft, which ensure that a target aircraft is maneuvered according to preset design parameters when encountering an attack, so as to ensure that the target aircraft is far away from a threat area.
In order to achieve the above object, the present invention provides the following solutions:
a method of aircraft monopulse avoidance maneuver determination, the method comprising:
determining a speed of the aircraft after the pulse is applied;
determining an operational angular momentum of the pulsed aircraft based on the pulsed aircraft speed;
determining a position of the aircraft after the pulse is applied;
determining an eccentricity of the pulsed aircraft based on the position of the pulsed aircraft, the speed of the pulsed aircraft, and the angular momentum of operation of the pulsed aircraft;
determining a true near point angle of the pulsed aircraft based on the eccentricity of the pulsed aircraft and the position of the pulsed aircraft;
calculating an included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit according to a kepler formula;
determining a semi-major 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 mass center of the earth according to the included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit, the semi-long axis of the running orbit of the aircraft after the pulse is applied, the eccentricity of the aircraft after the pulse is applied and the true near point angle of the aircraft after the pulse is applied;
determining a spatial distance from the centroid of the earth of the aircraft at the location subject to the interceptor attack when no pulse is applied;
the spatial distance between the avoidance position of the aircraft on the avoidance orbit and the mass center of the earth is different from the spatial distance between the position of the aircraft, which is attacked by the interceptor and the mass center of the earth when no pulse is applied, so as to obtain a distance difference;
and determining an optimal avoidance strategy according to the distance difference.
Optionally, the determining the speed of the aircraft after the pulse is applied specifically includes the following steps:
determining a pulse increment Deltav;
determining a speed of the aircraft after applying the pulse based on the pulse increment: v 1 ＝v 0 +Deltav, where v 1 Representing the speed of the aircraft after the pulse has been applied, v 0 Indicating the initial speed of the aircraft when no pulse is applied.
Optionally, determining the operational angular momentum of the pulsed aircraft based on the speed of the pulsed aircraft specifically employs the following formula:
wherein h is 1 Representing the angular momentum of operation of the aircraft after the application of the pulse, r 0 The initial position of the aircraft when no pulse is applied is represented, deltav represents a pulse increment, gamma represents an included angle between the pulse increment and a track plane, alpha represents an included angle between projection of the pulse increment on the track plane and an x axis, i, j, k represents a unit vector corresponding to a near-focus coordinate system triaxial system, and the angle is represented by a three-axis>Indicating the true near point angle of the aircraft when no pulse is applied.
Optionally, determining the eccentricity of the pulsed aircraft based on the position of the pulsed aircraft, the speed of the pulsed aircraft, and the angular momentum of the pulsed aircraft specifically employs the following formula:
e 1 ＝e 1i i+e 1j j+e 1k k, wherein,
e 1 indicating the eccentricity of the aircraft after the application of the pulse, h 0 Representing the angular momentum of operation of the aircraft without the application of a pulse, r 0 Indicating the initial position of the aircraft when no pulse is applied, i, j, k indicating the unit vector corresponding to the near-focus coordinate system triaxial,representing the real near point angle of the aircraft when no pulse is applied, deltav represents the pulse increment, gamma represents the included angle of the pulse increment and the orbit plane, alpha represents the included angle of the projection of the pulse increment on the orbit plane and the x axis, v 0 Represents the initial speed of the aircraft without the pulse applied, β is the angle of flight of the aircraft, μ represents the gravitational constant, μ= 398600km 3 /s 2 。
Optionally, determining the spatial distance between the avoidance position of the aircraft on the avoidance orbit and the centroid of the earth according to the included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit, the semi-long axis of the orbit of the aircraft after the pulse is applied, the eccentricity of the aircraft after the pulse is applied, and the true near point angle of the aircraft after the pulse is applied, wherein the spatial distance is specifically expressed by the following formula:
wherein C is OB Representing a coordinate transformation matrix, a 1 Indicating the position of the aircraft after the pulse has been applied, e 1 Indicating the eccentricity of the aircraft after the pulse has been applied, θ indicating the angle between the initial position of the aircraft and the evasion position of the aircraft, +.>Representing the true near point angle of the aircraft at the time the pulse was applied.
Optionally, the determining the spatial distance of the aircraft from the centroid of the earth at the location of the aircraft subject to the interceptor attack when no pulse is applied specifically uses the following formula:
a 0 indicating the position of the aircraft after no pulse has been applied e 0 Indicating the eccentricity of the aircraft after no pulse has been applied, +.>Indicating the true near point angle of the aircraft when no pulse is applied.
Optionally, the spatial distance between the avoidance position of the aircraft on the avoidance orbit and the earth centroid and the spatial distance between the position of the aircraft, which is attacked by the interceptor, and the earth centroid when the pulse is not applied are different, and the distance difference is obtained by specifically adopting the following formula:
wherein r is B1 Representing the spatial distance of the evasion position of the aircraft on the evasion orbit from the earth centroid, +.>Represents the spatial distance of the aircraft from the centroid of the earth at the location subject to the interceptor attack when no pulse is applied, Δr represents the distance difference。
Optionally, determining the optimal avoidance strategy according to the distance difference specifically includes the following steps:
when the aircraft moves to a certain position M on its orbit 0 When the attack of the opposite party is detected, global search is carried out, 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 are respectively changed within the range of 0-2 pi, and the order is foundObtaining the gamma and alpha at the maximum, namely the optimal direction of the applied pulse;
when the aircraft moves to a certain position on the orbit, the aircraft is monitored to be attacked by the opponent, and the aircraft moves to the pulse applying point M after deltat under the condition of fixed avoidance time period t 1 ＝M 0 +ΔM, time of evasion after pulse application of t f The angle gamma between the pulse increment and the orbit plane and the angle alpha between the projection of the pulse increment on the orbit plane and the x-axis are respectively changed within the range of 0-2 pi, and the order is foundObtaining the maximum delta t and further obtaining the closest point angle M 1 The optimal position for avoidance is obtained.
For the above method in the present invention, the present invention also provides an aircraft monopulse avoidance strategy determination system for performing the above method, the system comprising:
a post-pulse aircraft speed determination module for determining a speed of the post-pulse aircraft;
a post-pulse aircraft operating angular momentum determination module for determining an operating angular momentum of the post-pulse aircraft based on a speed of the post-pulse aircraft;
a post-pulse aircraft position determination module for determining a position of the post-pulse aircraft;
an after-pulse aircraft eccentricity determination module for determining an eccentricity of the after-pulse aircraft based on a position of the after-pulse aircraft, a speed of the after-pulse aircraft, and an angular momentum of the after-pulse aircraft;
a true near point angle determining module of the aircraft after the pulse is applied, which is used for determining the true near point angle of the aircraft after the pulse is applied based on the eccentricity of the aircraft after the pulse is applied and the position of the aircraft after the pulse is applied;
the included angle determining module is used for calculating the included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit according to the kepler formula;
the semi-long axis determining module is used for determining the semi-long 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 avoidance position of the aircraft on the avoidance orbit and the mass center of the earth according to the included angle between the initial position of the aircraft and the avoidance position of the avoidance orbit, the semi-long axis of the running orbit of the aircraft after the pulse is applied, the eccentricity of the aircraft after the pulse is applied and the real near point angle of the aircraft after the pulse is applied;
the device comprises a spatial distance determining module, a position determining module and a position determining module, wherein the spatial distance determining module is used for determining the spatial distance from the position of the aircraft, which is attacked by the interceptor, to the centroid of the earth when no pulse is applied;
the distance difference determining module is used for making a difference between the space distance between the avoidance position of the aircraft on the avoidance orbit and the mass center of the earth and the space distance between the position of the aircraft, which is attacked by the interceptor, and the mass center of the earth when no pulse is applied, so as to obtain a distance difference;
and the optimal avoidance strategy determining module is used for determining the 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 increment on the avoidance effect aiming at the rail maneuver avoidance problem under the single pulse action, and have the advantages that the optimum pulse increment direction exists at the pulse increment application point, the avoidance effect is best, the larger the pulse increment is, the better the avoidance effect is when other conditions are the same, and meanwhile, the earlier the attack of the opposite party is detected, so that the avoidance is performed, and the effect is better, but the method and the system are often related to the performance of the detection system on the my side. When different positions of the initial track are attacked, the difference of the avoidance effect is large, and certain positions possibly have the condition that effective avoidance cannot be carried out through single pulse, and because of the randomness of space attack and defense opportunities, the optimal intelligent avoidance of any position can be realized if calculation results and strategies are loaded into an on-board computer on the ground offline in advance.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the drawings that are needed in the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of an attack and defense model according to an embodiment of the present invention;
FIG. 2 is a diagram showing the pulse direction relationship according to an embodiment of the present invention;
FIG. 3 is a flow chart of a method for determining a single pulse avoidance maneuver of an aircraft in accordance with an embodiment of the present invention;
FIG. 4 is a schematic diagram of an aircraft monopulse avoidance maneuver determination system according to an embodiment of the present invention;
FIG. 5 is a graph showing the relationship between pulse vectors and distance errors according to an embodiment of the present invention;
FIG. 6 is a graph showing the relationship between pulse vectors and distance errors at different positions according to an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The invention aims to provide a method and a system for determining a monopulse avoidance strategy of an aircraft, which ensure that a target aircraft is maneuvered according to preset design parameters when encountering an attack, so as to ensure that the target aircraft is far away from a threat area.
In order that the above-recited objects, features and advantages of the present invention will become more readily apparent, a more particular description of the invention will be rendered by reference to the appended drawings and appended detailed description.
With the exploration of space and the development of space technology, the heavenly right making is increasingly important. Space attack and defense have become a hotspot for research in the fields of space technology and military in various 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 is subjected to orbit maneuver to avoid is studied, the avoidance effect of the orbit maneuver of the aircraft under the action of different initial conditions and pulse increment is analyzed, and in engineering practice, an offline injection program can be adopted, so that the target aircraft is maneuvered according to preset design parameters when encountering attack, and the target aircraft is ensured to be far away from a threat area.
The attack process of the anti-aircraft can be roughly divided into a remote guiding section, an automatic searching section and a final approaching section. Wherein the remote guidance section is used for transferring the remote guidance section from the hidden track to the vicinity of the target position, thereby providing conditions for the automatic searching stage. When the my detection system is at t 0 After the time of delta t is identified, B running on the track 0 The target aircraft is subjected to the attack of the interceptor in the point process, and the target aircraft is subjected to maneuvering orbit transfer under the action of a single pulse, so as to avoid the attack, as shown in figure 1. Let t be 0 The target aircraft on the side of the moment is positioned at the point A of the initial position, and after pulse action, the target aircraft runs to the point B on the avoidance orbit within the period of delta t 1 Dots, when spaced apartSufficiently large to remotely guide an attacking aircraftAfter the automatic seeking operation is finished, the aircraft on the my side is in a safe area, so that effective avoidance is realized.
Assume that:
(1) The aircraft is positioned in the inverse square force field with center distance, and the gravitational constant is mu= 398600km 3 /s 2 ；
(2) Neglecting the influence of the rotation of the earth and various perturbation factors on the movement of the aircraft;
(3) The aircraft obtains pulse increment moment, the speed changes, but the position vector is unchanged as shown in a formula (1)
Setting a scene for intercepting an aircraft to attack a target aircraft, carrying out avoidance on the target aircraft by single pulse maneuver, and calculating the avoidance 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, as shown in fig. 3, the method includes:
s101: the speed of the aircraft after the pulse is applied is determined.
S102: and determining the running angular momentum of the aircraft after the pulse application based on the speed of the aircraft after the pulse application.
S103: the position of the aircraft after the pulse is applied is determined.
S104: the eccentricity of the pulsed aircraft is determined based on the position of the pulsed aircraft, the speed of the pulsed aircraft, and the angular momentum of operation of the pulsed aircraft.
S105: determining a true near point angle of the pulsed aircraft based on the eccentricity of the pulsed aircraft and the position of the pulsed aircraft.
S106: and calculating an included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit according to the kepler formula.
S107: the semi-major axis of the orbit of the aircraft after the pulse is applied is determined.
S108: and determining the space distance between the avoidance position of the aircraft on the avoidance orbit and the mass center of the earth according to the included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit, the semi-long axis of the running orbit of the aircraft after the pulse is applied, the eccentricity of the aircraft after the pulse is applied and the true near point angle of the aircraft after the pulse is applied.
S109: the spatial distance of the aircraft from the centroid of the earth at the location subject to the interceptor attack when no pulse is applied is determined.
S110: and the spatial distance between the avoidance position of the aircraft on the avoidance orbit and the mass center of the earth is different from the spatial distance between the position of the aircraft, which is attacked by the interceptor, and the mass center of the earth when no pulse is applied, so that the distance difference is obtained.
S111: and determining an optimal avoidance strategy according to the distance difference.
The 11 steps mainly cover the following three points:
1. coordinate system definition
Near focus coordinate system ozz. The origin of the coordinate system is positioned at the mass center of the earth, the X axis points to the vector direction of the eccentricity ratio, the Z axis points to the direction of the 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 and k respectively.
And an orbit centroid coordinate system Cxyz. The origin of the coordinate system is positioned at the mass center of the aircraft, the x-axis points to the vector direction of the position, the z-axis points to the direction of the 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 l, m and n respectively.
The conversion relationship of the two coordinate systems can be expressed as
Wherein the method comprises the steps ofIs the true near point angle corresponding to the pulse application point.
2. Modeling
The position and the speed of the aircraft when running on the kepler orbit are respectively as follows:
wherein, a, e,the eccentricity and the true angle of the short axis of the orbit of the aircraft. The original track parameters and the new track parameters after pulse increment application are denoted by the subscripts 0 and 1, respectively. Then t 0 The vector of the moment initial point a under the centroid orbit coordinate system defined in the upper section can be expressed as:
r 0 ＝r 0 l (5)
v 0 ＝v 0 (sinβl+cosβm) (6)
where β is the flight angle of the aircraft.
The tangential and radial speeds of the aircraft are respectively:
it can be derived that
As shown in fig. 2, the relationship between the pulse increment and the original speed is shown in fig. 2, the included angle between the pulse increment and the track plane is γ, and the included angle between the projection of the pulse increment on the track plane and the x-axis is α, so Δv can be expressed as follows in the Cxyz coordinate system:
Δv＝Δv(cosγcosαl+cosγsinαm+sinγn) (9)
after the pulse increment Deltav is applied, the A-point velocity is:
v 1 ＝v 0 +Δv (10)
substituting the formulas (2), (6) and (9) into the formula (10) to obtain
The aircraft operates according to orbital dynamics with angular momentum:
h＝r×v (12)
substituting the formulas (2), (5) and (11) into the formula (12) to obtain
And:
the included angle between the initial track plane and the avoidance track plane is as follows:
substituting equation (13) into equation (15)
The true near point angle of the point A on the avoidance orbit is:
substituting (2), (5) and (15) into (17) to obtain
After Δt time, the aircraft moves to B 1 Point B 1 Clip between A and AThe angle is θ.
Let B 0 And B is connected with 1 The space distance between them isFor the convenience of calculation, the centroid coordinate system is rotated and transformed according to 3-1-3 under the unified coordinate system of the two, and the transformation matrix is as follows
Substituting each track parameter into formula (3) to obtain
Wherein the method comprises the steps of
3. Determination of optimal avoidance strategy
From the model built at point 2, the optimal avoidance strategy requires that under the same conditions,as large as possible, so that an attacker cannot approach an evade, and attack failure is caused.
(1) When the aircraft is travelling on its orbit to a certain position (i.e. M 0 Known), the attack of the opposite party is monitored, a program is started immediately, global search is carried out according to the model established in the step 2, 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 are respectively changed within the range of 0-2 pi, and the order is foundThe gamma and alpha at maximum are obtained, i.e. the optimal direction of the applied pulse.
(2) When the aircraft is travelling on its orbit to a certain position (i.e. M 0 Known), the aircraft is monitored for a counterpart attack, after a period of Δt, to the pulse application point M with a fixed evasion period t 1 ＝M 0 +ΔM, time of evasion after pulse application of t f The angle (gamma) between the pulse increment and the orbit plane and the angle (alpha) between the projection of the pulse increment on the orbit plane and the x-axis are respectively changed within the range of 0-2 pi, and the order is foundDelta at maximum t Thereby obtaining the angle M of the closest point 1 The optimal position for avoidance is obtained.
Fig. 4 is a schematic structural diagram of an aircraft single pulse avoidance strategy determination system according to an embodiment of the present invention, as shown in fig. 4, the system includes:
a post-pulse aircraft speed determination module 201 for determining a speed of the aircraft after the pulse is applied;
a pulsed aircraft operational angular momentum determination module 202 for determining an operational angular momentum of the pulsed aircraft based on a speed of the pulsed aircraft;
a post-pulse aircraft position determination module 203 for determining a position of the post-pulse aircraft;
an after-pulse aircraft eccentricity determination module 204 for determining an eccentricity of the after-pulse aircraft based on a position of the after-pulse aircraft, a speed of the after-pulse aircraft, and an angular momentum of the after-pulse aircraft;
a real near point angle determination module 205 for determining a real near point angle of the pulsed aircraft based on the eccentricity of the pulsed aircraft and the position of the pulsed aircraft;
the included angle determining module 206 is configured to calculate an included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit according to a kepler formula;
a semi-major axis determination module 207 for determining a semi-major axis of the pulsed aircraft orbit;
the spatial distance determining module 208 is configured to determine a spatial distance between the avoidance position of the aircraft on the avoidance orbit and the centroid of the earth according to an included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit, a semi-long axis of the orbit of the aircraft after the pulse is applied, an eccentricity of the aircraft after the pulse is applied, and a true near point angle of the aircraft after the pulse is applied;
a spatial distance determination module 209 for determining a spatial distance from the centroid of the earth of the aircraft at the location subject to the interceptor attack when the pulse is not applied, the spatial distance from the centroid of the earth of the aircraft at the location subject to the interceptor attack when the pulse is not applied;
the distance difference determining module 210 is configured to obtain a distance difference by making a difference between a spatial distance between an avoidance position of the aircraft on an avoidance orbit and the centroid of the earth and a spatial distance between a position of the aircraft, where the aircraft is attacked by the interceptor, and the centroid of the earth when the pulse is not applied;
the optimal avoidance strategy determination module 211 is configured to determine an optimal avoidance strategy according to the distance difference.
The simulation verification is carried out below, and the invention analyzes the avoidance effect by setting different initial conditions and simulation parametersIs a function of (a) and (b).
1. For a particular point on a given track, the optimal direction of pulse increment is searched globally.
Table 3-1 simulation parameters are as follows
A straight-up point angle M on the initial track 0 After pulse increment is applied, global search is carried out on the optimal direction of the pulse increment, and the result is shown in the following graph4. As can be seen from fig. 4, as the direction of the pulse increment changes, so does the resulting spatial distance, there is an optimal direction such that applying the pulse increment in that direction is most efficient.
2. Effects of different pulse increment sizes on Δr
Pulse increments of different sizes were applied under the same initial track, the calculation results are shown in the following table
TABLE 3-2 influence of different pulse sizes on distance error
As is clear from the calculation results, the avoidance effect was better under the same conditions as the pulse increment size was increased.
3. Impact on Δr when pulse increments are applied at different locations on the track
Table 3-3 simulation parameters are as follows
Let t 0 The aircraft was at different positions on the initial trajectory at the moment, and the variation of Δr with the same pulse increment applied at different positions was studied. Simulation results as shown in fig. 6, it can be seen that if a predetermined avoidance effect is to be achieved, pulse increment needs to be increased at some positions, and for the minimum value point in the graph, even single pulse maneuver cannot meet the avoidance requirement, other modes can be considered.
4. Influence of different flight times Deltat on Deltar
TABLE 3-4 influence of different flight times on distance error
The calculation result shows that the earlier the attack of the enemy is detected, the more the enemy is avoided, and the better the effect is.
The scheme provided by the invention has the following beneficial effects:
the attack process of aircraft interception can be roughly divided into a remote guidance section, an automatic seeking section and a final approach section. Wherein the remote guidance section is used for transferring the remote guidance section from the hidden track to the vicinity of the target position, thereby providing conditions for the automatic searching stage. When the my detection system is at t 0 After the time of delta t is identified, B running on the track 0 The point is attacked by an interceptor, as shown in figure 1, and the aircraft on the my side makes maneuvering orbit under the action of a single pulse so as to avoid the attack. Let t be 0 The aircraft is positioned at the point A of the initial position at moment, and after pulse action, the aircraft runs to B on the avoidance rail within the time delta t 1 Dots, when spaced apartWhen the attack aircraft is large enough and the automatic searching section cannot be performed after the remote guiding is finished, the aircraft on the my side is in a safe area, and effective avoidance is realized.
In the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other. For the system disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant points refer to the description of the method section.
The principles and embodiments of the present invention have been described herein with reference to specific examples, the description of which is intended only to assist in understanding the methods of the present invention and the core ideas thereof; also, it is within the scope of the present invention to be modified by those of ordinary skill in the art in light of the present teachings. In view of the foregoing, this description should not be construed as limiting the invention.
Claims (9)
1. A method of determining an aircraft monopulse avoidance maneuver, the method comprising:
determining a speed of the aircraft after the pulse is applied;
determining an operational angular momentum of the pulsed aircraft based on the pulsed aircraft speed;
determining a position of the aircraft after the pulse is applied;
determining an eccentricity of the pulsed aircraft based on the position of the pulsed aircraft, the speed of the pulsed aircraft, and the angular momentum of operation of the pulsed aircraft;
determining a true near point angle of the pulsed aircraft based on the eccentricity of the pulsed aircraft and the position of the pulsed aircraft;
calculating an included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit according to a kepler formula;
determining a semi-major 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 mass center of the earth according to the included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit, the semi-long axis of the running orbit of the aircraft after the pulse is applied, the eccentricity of the aircraft after the pulse is applied and the true near point angle of the aircraft after the pulse is applied;
determining a spatial distance from the centroid of the earth of the aircraft at the location subject to the interceptor attack when no pulse is applied;
the spatial distance between the avoidance position of the aircraft on the avoidance orbit and the mass center of the earth is different from the spatial distance between the position of the aircraft, which is attacked by the interceptor and the mass center of the earth when no pulse is applied, so as to obtain a distance difference;
and determining an optimal avoidance strategy according to the distance difference.
2. The aircraft single pulse avoidance maneuver determination method of claim 1 wherein said determining the velocity of the aircraft after the pulse is applied comprises the steps of:
determining a pulse increment Deltav;
determining a speed of the aircraft after applying the pulse based on the pulse increment: v 1 ＝v 0 +Deltav, where v 1 Representing the speed of the aircraft after the pulse has been applied, v 0 Indicating the initial speed of the aircraft when no pulse is applied.
3. The aircraft monopulse avoidance maneuver determination method of claim 1 wherein determining the operational angular momentum of the pulsed aircraft based on the speed of the pulsed aircraft specifically employs the following equation:
wherein h is 1 Representing the angular momentum of operation of the aircraft after the application of the pulse, r 0 The initial position of the aircraft when no pulse is applied is represented by Deltav, gamma represents the pulse increment, gamma represents the included angle between the pulse increment and the orbit plane, alpha represents the included angle between the projection of the pulse increment on the orbit plane and the x axis, i, j, k represents the unit vector corresponding to the three axes of the near-focus coordinate system, and theta 0 Indicating the true near point angle of the aircraft when no pulse is applied.
4. The aircraft monopulse avoidance maneuver determination method of claim 1 wherein determining the eccentricity of the pulsed aircraft based on the position of the pulsed aircraft, the speed of the pulsed aircraft, and the angular momentum of operation of the pulsed aircraft specifically uses the following equation:
e 1 ＝e 1i i+e 1j j+e 1k k, wherein,
e 1 indicating the eccentricity of the aircraft after the application of the pulse, h 0 Representing the angular momentum of operation of the aircraft without the application of a pulse, r 0 Represents the initial position of the aircraft when no pulse is applied, i, j, k represents the unit vector corresponding to the three axes of the near-focus coordinate system, and theta 0 Representing the real near point angle of the aircraft when no pulse is applied, deltav represents the pulse increment, gamma represents the included angle of the pulse increment and the orbit plane, alpha represents the included angle of the projection of the pulse increment on the orbit plane and the x axis, v 0 Represents the initial speed of the aircraft without the pulse applied, β is the angle of flight of the aircraft, μ represents the gravitational constant, μ= 398600km 3 /s 2 。
5. The method for determining the single pulse avoidance maneuver of an aircraft according to claim 1, wherein the spatial distance of the aircraft from the centroid of the earth at the avoidance orbit is determined according to the angle between the initial position of the aircraft and the avoidance orbit, the semi-long axis of the orbit of the aircraft after the pulse is applied, the eccentricity of the aircraft after the pulse is applied, and the true near point angle of the aircraft after the pulse is applied, specifically using the following formula:
wherein C is OB Representing a coordinate transformation matrix, a 1 Indicating the position of the aircraft after the pulse has been applied, e 1 Represents the eccentricity of the aircraft after the pulse is applied, theta represents the angle between the initial position of the aircraft and the evasion position of the aircraft, and theta 1 Representing the true near point angle of the aircraft at the time the pulse was applied.
6. The aircraft single pulse avoidance maneuver determination method of claim 1 wherein the determination of the spatial distance of the aircraft from the centroid of the earth at the location subject to the interceptor attack when no pulse is applied is specifically by the following equation:
a 0 indicating the position of the aircraft after no pulse has been applied e 0 Indicating the eccentricity, θ, of an aircraft after no pulse has been applied 0 Indicating the true near point angle of the aircraft when no pulse is applied.
7. The method for determining the single pulse avoidance maneuver of an aircraft according to claim 1, wherein the spatial distance between the avoidance location of the aircraft on the avoidance orbit and the centroid of the earth is different from the spatial distance between the location of the aircraft that was subject to the interceptor attack when the pulse was not applied, and the distance difference is obtained by specifically using the following formula:
wherein r is B1 Representing the spatial distance of the evasion position of the aircraft on the evasion orbit from the earth centroid, +.>Represents the spatial distance of the aircraft from the centroid of the earth at the location where the interceptor attack was suffered when no pulse was applied, Δr represents the distance difference.
8. The aircraft monopulse avoidance maneuver determination method of claim 1 wherein determining an optimal avoidance maneuver based on the distance difference comprises:
when the aircraft moves to a certain position M on its orbit 0 When the attack of the opposite party is detected, global search is carried out, 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 are respectively changed within the range of 0-2 pi, and the order is foundObtaining the gamma and alpha at the maximum, namely the optimal direction of the applied pulse;
when flyingWhen the vehicle moves to a certain position on the track, the vehicle is monitored to be attacked by the opponent, and after deltat, the vehicle moves to a pulse applying point M under the condition of fixed avoidance time period t 1 ＝M 0 +ΔM, time of evasion after pulse application of t f The angle gamma between the pulse increment and the orbit plane and the angle alpha between the projection of the pulse increment on the orbit plane and the x-axis are respectively changed within the range of 0-2 pi, and the order is foundObtaining the maximum delta t and further obtaining the closest point angle M 1 The optimal position for avoidance is obtained.
9. An aircraft monopulse avoidance maneuver determination system, the system comprising:
a post-pulse aircraft speed determination module for determining a speed of the post-pulse aircraft;
a post-pulse aircraft operating angular momentum determination module for determining an operating angular momentum of the post-pulse aircraft based on a speed of the post-pulse aircraft;
a post-pulse aircraft position determination module for determining a position of the post-pulse aircraft;
an after-pulse aircraft eccentricity determination module for determining an eccentricity of the after-pulse aircraft based on a position of the after-pulse aircraft, a speed of the after-pulse aircraft, and an angular momentum of the after-pulse aircraft;
a true near point angle determining module of the aircraft after the pulse is applied, which is used for determining the true near point angle of the aircraft after the pulse is applied based on the eccentricity of the aircraft after the pulse is applied and the position of the aircraft after the pulse is applied;
the included angle determining module is used for calculating the included angle between the initial position of the aircraft and the avoidance position on the avoidance orbit according to the kepler formula;
the semi-long axis determining module is used for determining the semi-long 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 avoidance position of the aircraft on the avoidance orbit and the mass center of the earth according to the included angle between the initial position of the aircraft and the avoidance position of the avoidance orbit, the semi-long axis of the running orbit of the aircraft after the pulse is applied, the eccentricity of the aircraft after the pulse is applied and the real near point angle of the aircraft after the pulse is applied;
the device comprises a spatial distance determining module, a position determining module and a position determining module, wherein the spatial distance determining module is used for determining the spatial distance from the position of the aircraft, which is attacked by the interceptor, to the centroid of the earth when no pulse is applied;
the distance difference determining module is used for making a difference between the space distance between the avoidance position of the aircraft on the avoidance orbit and the mass center of the earth and the space distance between the position of the aircraft, which is attacked by the interceptor, and the mass center of the earth when no pulse is applied, so as to obtain a distance difference;
and the optimal avoidance strategy determining module is used for determining the optimal avoidance strategy according to the distance difference.
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