CN114265433B - Transverse guidance method and system for meeting large-journey maneuver - Google Patents
Transverse guidance method and system for meeting large-journey maneuver Download PDFInfo
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Abstract
The invention provides a transverse guidance method and a system meeting the requirement of large-journey maneuver, which are applied to guidance of an aircraft reentry and glide segment; comprising the following steps: acquiring an energy value of a preset tilting point of the aircraft in a reentry gliding section; based on the current state information and terminal constraint information of the aircraft, generating prediction control quantity information meeting the longitudinal plane terminal constraint; based on the predicted control quantity information and the energy value of the preset tilting point, predicting the landing position of the aircraft through integration to obtain a predicted landing position; correcting the energy value of the preset tipping turning point by taking the angle deviation formed by the first arc and the second arc as a feedback quantity to obtain a corrected energy value of the preset tipping turning point; and transversely guiding the aircraft based on the corrected energy value of the preset tilting and turning point. The invention relieves the technical problem that the high lift-drag ratio reentry aircraft cannot exert the large transverse movement capability in the prior art.
Description
Technical Field
The invention relates to the technical field of aircraft guidance, in particular to a transverse guidance method and a transverse guidance system capable of meeting the requirement of large-journey maneuver.
Background
The calculation time of the predictive correction guidance algorithm in the reentry guidance algorithm increases exponentially along with the increase of the control parameters, and in order to reduce the complexity of numerical calculation and enhance the robustness of the numerical calculation, the traditional algorithm only selects one to two parameters as the control quantity, so that only a small number of terminal constraints can be met. In addition, these algorithms employ pre-set reentry corridors and logic to control lateral planar motion, but for high lift-to-drag reentry vehicles, doing so can greatly limit the lateral maneuver capability of the vehicle.
Disclosure of Invention
In view of the above, the present invention aims to provide a transverse guidance method and system for meeting the requirement of large-journey maneuver, so as to alleviate the technical problems of small transverse maneuver range and poor capability in the prior art.
In a first aspect, an embodiment of the present invention provides a lateral guidance method that satisfies a large-journey maneuver, applied to guidance of an aircraft reentry glide segment; comprising the following steps: acquiring an energy value of a preset tilting point of the aircraft in a reentry gliding section; the number of the preset tilting points is at least two; generating prediction control quantity information meeting the longitudinal plane terminal constraint based on the current state information and the terminal constraint information of the aircraft; the predictive control amount information includes: predicted angle of attack information and predicted roll angle information; based on the predicted control quantity information and the energy value of the preset tilting point, predicting the landing position of the aircraft through integration to obtain a predicted landing position; correcting the energy value of the preset tipping turning point by taking the angle deviation formed by the first arc and the second arc as a feedback quantity to obtain a corrected energy value of the preset tipping turning point; the first arc takes the earth center as the center of a circle, takes the current position of the aircraft and the predicted drop point position as the endpoints, and the second arc takes the earth center as the center of a circle, and takes the current position of the aircraft and the target endpoint position as the endpoints; and transversely guiding the aircraft based on the corrected energy value of the preset tilting point.
Further, the preset roll-over points include a first preset roll-over point and a second preset roll-over point; the method for correcting the energy value of the preset tipping turning point by using the angle deviation formed by the first arc and the second arc as a feedback quantity comprises the following steps: judging whether the current energy value of the aircraft is larger than the energy value of the first preset tilting point; if so, fixing the energy value of the second preset tipping turning point, and correcting the energy value of the first preset tipping turning point by taking the angle deviation formed by the first arc and the second arc as a feedback quantity to obtain the corrected energy value of the first preset tipping turning point.
Further, if it is determined that the current energy value of the aircraft is not greater than the energy value of the first preset roll-over point, the method further includes: judging whether the current energy value of the aircraft is larger than the energy value of the second preset tilting point; if so, correcting the energy value of the second preset tilting and turning point by taking the angle deviation formed by the first arc and the second arc as a feedback quantity to obtain the corrected energy value of the second preset tilting and turning point.
Further, the correcting the energy value of the preset tilting and turning point by using the angle deviation formed by the first arc and the second arc as a feedback quantity to obtain the corrected energy value of the preset tilting and turning point comprises the following steps: correcting the energy value of the preset tilting point by the following iterative formula:wherein e is the energy value of the preset tilting point, epsilon is the angle deviation, subscripts k and k+1 represent the iteration times, and the iteration termination condition is that the angle deviation is smaller than a preset threshold.
Further, laterally guiding the aircraft based on the corrected energy value of the preset roll point, comprising: and performing roll-over on the aircraft based on the relationship between the current energy value of the aircraft and the corrected energy value of the preset roll-over point.
In a second aspect, the embodiment of the invention also provides a transverse guidance system meeting the requirement of large-journey maneuver, which is applied to guidance of the reentry glide section of the aircraft; comprising the following steps: the system comprises an acquisition module, a generation module, a prediction module, a correction module and a guidance module; the acquisition module is used for acquiring the energy value of a preset tilting point of the aircraft in the reentry gliding section; the number of the preset tilting points is at least two; the generation module is used for generating prediction control quantity information meeting the longitudinal plane terminal constraint based on the current state information of the aircraft and the terminal constraint information; the predictive control amount information includes: predicted angle of attack information and predicted roll angle information; the prediction module is used for predicting the landing point position of the aircraft through integration based on the predicted control quantity information and the energy value of the preset tilting point; the correction module is used for correcting the energy value of the preset tilting and turning point by taking the angle deviation formed by the first arc and the second arc as a feedback quantity to obtain a corrected energy value of the preset tilting and turning point; the first arc takes the earth center as the center of a circle, takes the current position of the aircraft and the predicted drop point position as the endpoints, and the second arc takes the earth center as the center of a circle, and takes the current position of the aircraft and the target endpoint position as the endpoints; the guidance module is used for transversely guiding the aircraft based on the corrected energy value of the preset tilting point.
Further, the preset roll-over points include a first preset roll-over point and a second preset roll-over point; the correction module includes: a first correction unit and a second correction unit; the first correcting unit is configured to fix the energy value of the second preset roll-over point unchanged if it is determined that the current energy value of the aircraft is greater than the energy value of the first preset roll-over point, and correct the energy value of the first preset roll-over point by using an angle deviation formed by the first arc and the second arc as a feedback quantity to obtain a corrected energy value of the first preset roll-over point; the second correcting unit is configured to correct the energy value of the second preset roll-over point by using an angle deviation formed by the first arc and the second arc as a feedback value if it is determined that the current energy value of the aircraft is not greater than the energy value of the first preset roll-over point and the current energy value of the aircraft is greater than the energy value of the second preset roll-over point, so as to obtain a corrected energy value of the second preset roll-over point.
Further, the correction module is further configured to: correcting the energy value of the preset tilting point by the following iterative formula:wherein e is the energy value of the preset tilting point, epsilon is the angle deviation, subscripts k and k+1 represent the iteration times, and the iteration termination condition is that the angle deviation is smaller than a preset threshold.
In a third aspect, an embodiment of the present invention further provides an electronic device, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor, where the processor executes the computer program to implement the steps of the method described in the first aspect.
In a fourth aspect, embodiments of the present invention also provide a computer readable medium having non-volatile program code executable by a processor, the program code causing the processor to perform the method of the first aspect.
The invention aims to provide a transverse guidance method and a system for meeting the requirement of maneuvering in a large transverse journey, which are used for correcting the energy of an inclined rollover point by taking the angle deviation formed by connecting the front point of an aircraft with a large arc of a predicted end point and an actual end point as a feedback quantity, and aims to enable the predicted end point to fall on the large arc of the connecting line of the current point and the actual end point, so that the aircraft can be guided to finally fly against a target, and the technical problems of small transverse maneuvering range and poor capability in the prior art are solved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a lateral guidance method for meeting a large-journey maneuver provided by an embodiment of the present invention;
FIG. 2 is a schematic diagram of a ground track simulation result provided by an embodiment of the present invention;
FIG. 3 is a schematic diagram of a course angle error simulation result provided by an embodiment of the present invention;
FIG. 4 is a ground track traversal diagram according to an embodiment of the present invention;
FIG. 5 is a course angle error traversal diagram according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of a ground track integration result according to an embodiment of the present invention;
FIG. 7 is a schematic illustration of a lateral guidance system meeting a large cross maneuver provided by an embodiment of the present invention;
fig. 8 is a schematic diagram of a correction module according to an embodiment of the invention.
Detailed Description
The following description of the embodiments of the present invention will be made apparent and fully in view of the accompanying drawings, in which some, but not all embodiments of the invention are shown. 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.
Embodiment one:
FIG. 1 is a flow chart of a lateral guidance method for meeting a large-journey maneuver, which is applied to guidance of an aircraft reentry glide segment, in accordance with an embodiment of the present invention. As shown in fig. 1, the method specifically includes the following steps:
step S102, obtaining an energy value of a preset tilting point of the aircraft in a reentry gliding section; the number of preset tilt rollover points is at least two.
Step S104, based on the current state information of the aircraft and the terminal constraint information, generating prediction control quantity information meeting the longitudinal plane terminal constraint; the predictive control amount information includes: predicted angle of attack information and predicted roll angle information.
Alternatively, in the embodiment of the present invention, the predictive control amount information satisfying the longitudinal plane terminal constraint is generated by differentiating the flat longitudinal plane reentry guidance method.
And S106, predicting the landing position of the aircraft through integration based on the predicted control quantity information and the energy value of the preset tilting point, and obtaining the predicted landing position.
Step S108, correcting the energy value of the preset tilting and turning point by taking the angle deviation formed by the first arc and the second arc as a feedback quantity to obtain a corrected energy value of the preset tilting and turning point; the first arc is an arc taking the center of the earth as the center of a circle and taking the current position of the aircraft and the predicted landing point position as the endpoints, and the second arc is an arc taking the center of the earth as the center of a circle and taking the current position of the aircraft and the target endpoint position as the endpoints.
Step S110, transversely guiding the aircraft based on the corrected energy value of the preset tilting point.
Optionally, the roll-over is performed on the aircraft based on a relationship of a current energy value of the aircraft and a corrected energy value of the preset roll-over point.
The invention aims to provide a transverse guidance method meeting the requirement of maneuvering in a large transverse journey, which corrects the energy of a tilting and turning point by taking the angle deviation formed by connecting the front point of an aircraft with a large arc of a predicted end point and an actual end point as a feedback quantity, and aims to enable the predicted end point to fall on the large arc of the connecting line of the current point and the actual end point, so that the aircraft can be guided to finally fly against a target, and the technical problems of small transverse maneuvering range and poor capability in the prior art are solved.
The three degree of freedom reentry kinetic equation of the aircraft is:
wherein r is the distance between the mass center of the aircraft and the earth, theta and phi are the longitude and the latitude of the position of the mass center of the aircraft, V is the speed of the mass center of the aircraft relative to the earth, gamma is the ballistic inclination angle, namely the angle between the speed of the aircraft relative to the ground and the local horizontal plane, the speed is positive above the horizontal plane, phi is the heading angle, namely the angle between the projection of the speed of the aircraft relative to the ground on the local horizontal plane and the north direction, and the aircraft is rotated clockwise from the north direction to the aircraft from top to bottomThe projection of the velocity relative to the ground on the local level is positive. m is the mass of the aircraft, g is the gravitational acceleration, g= - μ/r 2 Where μ= 3.9860047E14.σ is the roll angle, which is positive when viewed in the direction of the velocity from the vertical plane containing the velocity vector clockwise to the longitudinal plane of symmetry of the aircraft. In the modeling process, the earth is considered to be a sphere rotating at constant speed, omega e = 7.292e-5rad/s is the earth rotation angular velocity.
Through numerical simulation, a roll angle flip point energy value is found that can cause the endpoint to fall on the terminal energy management interface. The initial and final conditions are shown in tables 1 and 2, and the energy of the two turning points is set as e 1 ＝-46944000J,e 2 The ground track and heading angle errors obtained through numerical simulation are shown in fig. 2 and 3.
TABLE 1 reentry into initial conditions of flight
TABLE 2 reentry terminal conditions for flight
As can be seen from fig. 2, only two roll-overs are possible to fly to the target. The perturbation is performed on the basis of the energy of the first turning point, the range is [ -47000000, -46860000] J, the energy of the second turning point is unchanged, and the ground track and course angle error traversal diagrams are obtained through numerical simulation and are shown in fig. 4 and 5. Fig. 4 is a ground track traversal diagram according to an embodiment of the present invention, and fig. 5 is a heading angle error traversal diagram according to an embodiment of the present invention.
As can be seen from fig. 4, even though the energy change value of the first turning point is small, the heading angle error of the terminal may be very different, which also means that the heading angle error of the terminal is very sensitive to the change of the energy of the first turning point, so it is not feasible to correct the energy of the first turning point by using the heading angle error of the terminal as a feedback amount.
At this time, the constraint of the heading angle error of the terminal can be released, and the energy of the tilting and turning point is corrected by taking the angle deviation (marked as epsilon) formed by the current position and the large circular arc connecting line of the predicted falling point position and the actual terminal point (namely the target terminal point position) as a feedback quantity, so that the predicted terminal point falls on the large circular arc connecting line of the current point and the actual terminal point, and the aircraft can be guided to finally fly to the target.
Specifically, firstly, according to current state information and terminal constraint information of an aircraft, attack angle and roll angle (size) information meeting the terminal constraint of a longitudinal plane (for example, the information can be generated by utilizing a differential flat longitudinal plane reentry guidance algorithm), then, by utilizing the predicted control quantity information and combining preset roll point information, integrating the predicted drop point position, calculating the size of epsilon, and utilizing the angle deviation, correcting the energy value of the preset roll point by utilizing the following iterative algorithm to enable the angle deviation to be zero (or smaller than a preset threshold value):
wherein e is the energy value of the preset tilting point, epsilon is the angle deviation, subscripts k and k+1 represent the iteration times, and the iteration termination condition is that the angle deviation is smaller than a preset threshold.
When the instruction information generated by the differential flat longitudinal plane reentry guidance algorithm and the preset turning point information are used for integral prediction of the subsequent trajectory of the current position, a great amount of calculation time is consumed if a complete three-degree-of-freedom dynamics equation is used. In fact, however, when the inversion point energy is corrected using the equation (2), only the ground projection position information of the end point, that is, the latitude and longitude information of the end point, needs to be predicted. Therefore, it is necessary to reduce the order of the complete kinetic equation to reduce the calculation amount in the integral prediction, and to reduce the order of the kinetic equation as follows.
When the aircraft is in a smooth glide phase, the trajectory tilt angle and the derivative of the trajectory tilt angle are generally small, which can be considered to be approximately equal to zero, there are:
the following equation can be obtained by simply deforming the formula (3):
the term including the earth angular velocity in the above equation is defined as follows:
δ＝2ω e sinψcosφ(1-cosγ)
χ＝2ω e sinψcosφcosγ
in the smooth gliding phase, the ballistic inclination angle is generally within 0.5 degrees, the altitude of the aircraft is about 70km or less, the average radius of the earth is 6378245m, and the velocity is 2500m/s or more, so that each item in the formula (5) can be estimated:
|δ|＝|2ω e sinψcosφ(1-cosγ)|≤|2×7.3e-5|×|4e-5|＝5.84e-9
|χ|＝|2ω e sinψcosφcosγ|≤|2×7.3e-5|＝1.46e-4
from the above equation, δ is far smaller than the other two terms, so the effect of δ can be ignored, and the following equation is obtained:
the energy of an aircraft is defined as:
in the reentry process of the aircraft, the energy of the aircraft is in monotone decreasing change due to the influence of air resistance, so that the dynamic equation can be reduced by taking time as a new independent variable instead. Moreover, the energy of the aircraft is directly related to the speed and the altitude, and the speed and the altitude of the aircraft are constrained at the terminal, so that the numerical integration of the dynamics of stopping the order reduction can be easily known, but if the time is used as an independent variable, the time of flight needs to be estimated, and large errors are easily caused. The derivative of the formula (8) is combined with the formula (1) to obtain:
substituting formula (8) into formula (7), and finishing to obtain:
wherein,
lcos σ is a component of lift in the vertical direction, equation (10) reveals the relationship between lift and ballistic tilt in the vertical direction, and substitution of this relationship and equation (9) into the kinetic equation (1) yields the following reduced kinetic equation:
wherein,
f is the total lift-drag ratio, U is the longitudinal lift-drag ratio, r is the distance from the center of mass of the aircraft to the earth center in equation (12), and r does not change much during flight because the altitude of the aircraft from the ground is much smaller than the average radius of the earth, and can be replaced by the average of the current earth center distance and the terminal constraint earth center distance. The sign of the first term to the right of the equation in the third equation is related to the sign of the roll angle, which takes a negative sign when the roll angle is positive, i.e. the aircraft is biased to the right; when the roll angle is negative, i.e. the aircraft is biased to the left, this term takes a positive sign. The lift-drag ratio information can be calculated according to the control quantity information, the speed and the height information obtained by the differential flat longitudinal plane reentry guidance algorithm, but the lift-drag ratio obtained by the lift-drag ratio information is related to time, the obtained lift-drag ratio information is interpolated by taking energy as an independent variable, and the ground track can be predicted by integration according to the formula (12), so that the falling point position is obtained, and a basis is provided for correcting the energy value of the turning point.
In order to verify the accuracy of the reduced dynamics equation and test the accuracy of the reduced dynamics equation, a fourth-order Dragon-Gregory tower method is used for integrating the reduced dynamics equation and the complete dynamics equation corresponding to the formula (1), the initial condition and the final condition of integration are the same except the initial direction angle, and the control quantity is completely consistent. The integrated ground track is shown in fig. 6.
TABLE 3 longitude and latitude of terminal for different calculation examples
As can be seen from fig. 6, the ground track obtained by integrating the reduced dynamics equation is very close to the ground track obtained by integrating the non-reduced dynamics equation under the same initial conditions and control amount. Looking at the left large graph only, the undegraded dynamics track represented by the dotted line almost completely coincides with the reduced dynamics track represented by the implementation, and only the slight difference between the undegraded dynamics track and the reduced dynamics track can be seen from the enlarged view on the right side. It can be seen from table 3 that the end longitude and latitude information obtained by integrating the reduced dynamics equation in each example is not more than 100km compared with the end longitude and latitude information obtained by integrating the reduced dynamics equation, but it is to be noted that the ground track length obtained by integrating the above three examples is more than 10000km, so that the error generated by integrating the reduced dynamics equation is less than 1%, and as the distance increases, the integral error does not have a divergence trend, which indicates that the assumption made for the reduced dynamics equation in the invention is reasonable, and the deduced reduced dynamics equation has high accuracy, so that the invention can be completely used for designing a reentry guidance algorithm.
Optionally, in the embodiment of the present invention, the number of the preset rollover points is two, including a first preset rollover point and a second preset rollover point. Step S108 further includes the steps of:
judging whether the current energy value of the aircraft is larger than the energy value of the first preset tilting point;
if so, fixing the energy value of the second preset tipping point, and correcting the energy value of the first preset tipping point by taking the angle deviation formed by the first arc and the second arc as a feedback quantity to obtain a corrected energy value of the first preset tipping point.
Optionally, if the current energy value of the aircraft is not greater than the energy value of the first preset roll-over point, the method further comprises:
continuously judging whether the current energy value of the aircraft is larger than the energy value of the second preset tilting and turning point;
if so, correcting the energy value of the second preset tilting and turning point by taking the angle deviation formed by the first arc and the second arc as a feedback quantity to obtain the corrected energy value of the second preset tilting and turning point.
After the aircraft enters a stable gliding stage, the current state information of the aircraft is utilized, and the control quantity meeting the terminal constraint of the longitudinal plane is solved by combining a differential flat longitudinal plane reentry guidance method. In terms of process constraints, in general, the maximum value of the heat flux density occurs at the connection point of the descent section and the glide section, while the maximum value of the dynamic pressure and the overload occurs near the end of the glide section. In general, the control quantity obtained by solving in the stable gliding stage can meet the process constraint, so that the integral prediction can be performed by utilizing a reduced order dynamics equation according to the control quantity and combining two preset tilting turning point information, the integral starting point is an energy value corresponding to the current altitude and speed of the aircraft, the integral end point is selected as an energy value corresponding to the terminal constraint altitude and speed, the sign of a tilting angle is changed at the tilting turning point, and the longitude and latitude information of the predicted end point is obtained by integral. And (3) updating the energy value of the turning point according to the predicted falling point position in combination with the step (2).
Specifically, in the embodiment of the present invention, only the energy of one turning point is updated at a time, when the energy of the aircraft is greater than the energy of the first turning point (i.e., the first preset turning point), the energy value of the second turning point (i.e., the second preset turning point) is fixed, and the energy value of the first turning point is updated by the algorithm. And updating once every guidance period until the energy of the aircraft is lower than the updated energy value of the first turning point, changing the sign of the roll angle, and then correcting the energy value of the second turning point according to the same algorithm in every guidance period. Likewise, when the energy of the aircraft is lower than the updated second roll point energy value, the sign of the roll angle is changed again, after which the roll point update algorithm is not executed until the end of the flight.
Optionally, the transverse guidance method provided by the embodiment of the invention can be combined with the reentrant longitudinal plane differential flat guidance method, and is applied to the reentrant guidance simulation process, and the specific implementation steps are as follows:
step S1, setting an initial state of the aircraft as a numerical simulation initial value, setting an initial sign of a roll angle and energy values of two turning points, and entering step S2.
And S2, entering an initial descent section, performing simulation by using the maximum allowable attack angle and the zero-degree roll angle as control amounts, gradually increasing the trajectory inclination angle along with the decrease of the altitude of the aircraft, ending the descent section when the trajectory inclination angle is increased to zero, starting a gliding section, and entering step S3.
Step S3, judging whether the overturning needs to be executed: if the energy value of the current point is larger than the energy value of the first turning point, the step S4 is entered; if the energy value of the current point is between the energy value of the first turning point and the energy value of the second turning point, making the sign of the tilting angle opposite to the sign of the initial setting and entering into step S4; if the energy value of the current point is smaller than the energy value of the second turning point, the sign of the roll angle is made the same as the sign of the initial setting, and the process proceeds to step S4.
And S4, projecting the current state quantity and the terminal constraint quantity of the aircraft into a flat space, calculating the state quantity and the control quantity of a corresponding differential flat system, and proceeding to step S5.
And S5, calculating the control quantity and the corresponding speed and height information of the longitudinal plane of the original system by using the state quantity and the control quantity of the differential flattening system, calculating the lift-drag ratio and the roll angle corresponding to each energy value by using the speed and the height and the corresponding attack angle and roll angle information, and proceeding to step S6.
And S6, integrating by utilizing a reduced order dynamics equation according to the lift-drag ratio and the roll angle information obtained in the step S5 and the roll point energy value information to obtain longitude and latitude information of a predicted end point, correcting the energy value of the roll point by combining with the step (2), and entering into the step S7.
And S7, applying process constraint, limiting the tilting angle calculated in the step S5 to obtain a control quantity meeting the process constraint, and entering into the step S8.
S8, inputting the control quantity information obtained in the last step into the aircraft as a guidance instruction, updating the state information of the aircraft, judging whether the aircraft reaches a terminal energy management interface, and stopping simulation if the aircraft reaches the terminal energy management interface; otherwise, the next guidance cycle is entered and step S3 is executed.
The embodiment of the invention not only can guide the aircraft to fly against the target safely and reliably by the guidance method so as to meet terminal constraint and process constraint, but also can carry out transverse gross maneuver, and can continue to develop the guidance algorithm around the flying exclusion zone on the basis.
Embodiment two:
FIG. 7 is a schematic illustration of a lateral guidance system for accommodating wide range maneuvers, which is applicable to guidance of an aircraft reentry glide segment, in accordance with an embodiment of the present invention. As shown in fig. 7, the system includes: the system comprises an acquisition module 10, a generation module 20, a prediction module 30, a correction module 40 and a guidance module 50.
Specifically, the acquiring module 10 is configured to acquire an energy value of a preset pitch point of the aircraft in the reentry glide segment; the number of preset tilt rollover points is at least two.
A generating module 20, configured to generate predicted control quantity information that satisfies a longitudinal plane terminal constraint based on current state information and terminal constraint information of the aircraft; the predictive control amount information includes: predicted angle of attack information and predicted roll angle information.
The prediction module 30 is configured to predict a landing position of the aircraft by integrating the landing position of the aircraft based on the predicted control amount information and the energy value of the preset pitch point.
The correction module 40 is configured to correct the energy value of the preset tilting and turning point by using the angle deviation formed by the first arc and the second arc as a feedback quantity, so as to obtain a corrected energy value of the preset tilting and turning point; the first arc is an arc taking the center of the earth as the center of a circle and taking the current position of the aircraft and the predicted landing point position as the endpoints, and the second arc is an arc taking the center of the earth as the center of a circle and taking the current position of the aircraft and the target endpoint position as the endpoints.
The guidance module 50 is used for transversely guiding the aircraft based on the corrected energy value of the preset tilting point.
The invention aims to provide a transverse guidance system meeting the requirement of maneuvering in a large transverse journey, which corrects the energy of a tilting and turning point by taking the angle deviation formed by connecting the front point of an aircraft with a large arc of a predicted end point and an actual end point as a feedback quantity, and aims to enable the predicted end point to fall on the large arc of the connecting line of the current point and the actual end point, so that the aircraft can be guided to finally fly against a target, and the technical problems of small transverse maneuvering range and poor capability in the prior art are solved.
Optionally, in an embodiment of the present invention, the preset roll-over point includes a first preset roll-over point and a second preset roll-over point.
Optionally, fig. 8 is a schematic diagram of a correction module provided according to an embodiment of the present invention. As shown in fig. 8, the correction module 40 includes: a first correction unit 41 and a second correction unit 42.
Specifically, if it is determined that the current energy value of the aircraft is greater than the energy value of the first preset tipping point, the first correction unit 41 is configured to fix the energy value of the second preset tipping point, and correct the energy value of the first preset tipping point by using the angle deviation formed by the first arc and the second arc as the feedback value to obtain a corrected energy value of the first preset tipping point;
and the second correction unit 42 is configured to, if it is determined that the current energy value of the aircraft is not greater than the energy value of the first preset roll-over point and the current energy value of the aircraft is greater than the energy value of the second preset roll-over point, correct the energy value of the second preset roll-over point by using the angle deviation formed by the first arc and the second arc as the feedback value, and obtain a corrected energy value of the second preset roll-over point.
Optionally, the correction module 40 is further configured to:
correcting the energy value of the preset tilting point by the following iterative algorithm:
wherein e is the energy value of the preset tilting point, epsilon is the angle deviation, subscripts k and k+1 represent the iteration times, and the iteration termination condition is that the angle deviation is smaller than a preset threshold.
The embodiment of the invention also provides an electronic device, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor executes the computer program to realize the steps of the method in the first embodiment.
The present invention also provides a computer-readable medium having non-volatile program code executable by a processor, the program code causing the processor to perform the method of the first embodiment.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.
Claims (8)
1. The transverse guidance method meeting the requirement of large-journey maneuver is characterized by being applied to guidance of the reentry glide segment of the aircraft; comprising the following steps:
acquiring an energy value of a preset tilting point of the aircraft in a reentry gliding section; the number of the preset tilting points is at least two;
generating prediction control quantity information meeting the longitudinal plane terminal constraint based on the current state information and the terminal constraint information of the aircraft; the predictive control amount information includes: predicted angle of attack information and predicted roll angle information;
based on the predicted control quantity information and the energy value of the preset tilting point, predicting the landing position of the aircraft through integration to obtain a predicted landing position;
correcting the energy value of the preset tipping turning point by taking the angle deviation formed by the first arc and the second arc as a feedback quantity to obtain a corrected energy value of the preset tipping turning point; the first arc takes the earth center as the center of a circle, takes the current position of the aircraft and the predicted drop point position as the endpoints, and the second arc takes the earth center as the center of a circle, and takes the current position of the aircraft and the target endpoint position as the endpoints;
transversely guiding the aircraft based on the corrected energy value of the preset tilting point;
the method for correcting the energy value of the preset tipping turning point by using the angle deviation formed by the first arc and the second arc as a feedback quantity comprises the following steps:
correcting the energy value of the preset tilting point by the following iterative formula:
wherein e is the energy value of the preset tilting point, epsilon is the angle deviation, subscripts k and k+1 represent the iteration times, and the iteration termination condition is that the angle deviation is smaller than a preset threshold.
2. The method of claim 1, wherein the preset rollover point comprises a first preset rollover point and a second preset rollover point; the method for correcting the energy value of the preset tipping turning point by using the angle deviation formed by the first arc and the second arc as a feedback quantity comprises the following steps:
judging whether the current energy value of the aircraft is larger than the energy value of the first preset tilting point;
if so, fixing the energy value of the second preset tipping turning point, and correcting the energy value of the first preset tipping turning point by taking the angle deviation formed by the first arc and the second arc as a feedback quantity to obtain the corrected energy value of the first preset tipping turning point.
3. The method of claim 2, wherein if it is determined that the current energy value of the aircraft is not greater than the energy value of the first preset roll-over point, the method further comprises:
judging whether the current energy value of the aircraft is larger than the energy value of the second preset tilting point;
if so, correcting the energy value of the second preset tilting and turning point by taking the angle deviation formed by the first arc and the second arc as a feedback quantity to obtain the corrected energy value of the second preset tilting and turning point.
4. The method of claim 1, wherein laterally guiding the aircraft based on the corrected energy value for the preset roll-over point comprises:
and performing roll-over on the aircraft based on the relationship between the current energy value of the aircraft and the corrected energy value of the preset roll-over point.
5. A transverse guidance system meeting the requirement of large-journey maneuver is characterized by being applied to guidance of an aircraft reentry gliding section; comprising the following steps: the system comprises an acquisition module, a generation module, a prediction module, a correction module and a guidance module; wherein,
the acquisition module is used for acquiring the energy value of a preset tilting point of the aircraft in the reentry gliding section; the number of the preset tilting points is at least two;
the generation module is used for generating prediction control quantity information meeting the longitudinal plane terminal constraint based on the current state information of the aircraft and the terminal constraint information; the predictive control amount information includes: predicted angle of attack information and predicted roll angle information;
the prediction module is used for predicting the landing point position of the aircraft through integration based on the predicted control quantity information and the energy value of the preset tilting point;
the correction module is used for correcting the energy value of the preset tilting and turning point by taking the angle deviation formed by the first arc and the second arc as a feedback quantity to obtain a corrected energy value of the preset tilting and turning point; the first arc takes the earth center as the center of a circle, takes the current position of the aircraft and the predicted drop point position as the endpoints, and the second arc takes the earth center as the center of a circle, and takes the current position of the aircraft and the target endpoint position as the endpoints;
the guidance module is used for transversely guiding the aircraft based on the corrected energy value of the preset tilting point;
the correction module is further configured to:
correcting the energy value of the preset tilting point by the following iterative formula:
wherein e is the energy value of the preset tilting point, epsilon is the angle deviation, subscripts k and k+1 represent the iteration times, and the iteration termination condition is that the angle deviation is smaller than a preset threshold.
6. The system of claim 5, wherein the preset rollover point comprises a first preset rollover point and a second preset rollover point; the correction module includes: a first correction unit and a second correction unit; wherein,
the first correcting unit is configured to fix the energy value of the second preset roll-over point unchanged if it is determined that the current energy value of the aircraft is greater than the energy value of the first preset roll-over point, and correct the energy value of the first preset roll-over point by using an angle deviation formed by the first arc and the second arc as a feedback quantity to obtain a corrected energy value of the first preset roll-over point;
the second correcting unit is configured to correct the energy value of the second preset roll-over point by using an angle deviation formed by the first arc and the second arc as a feedback value if it is determined that the current energy value of the aircraft is not greater than the energy value of the first preset roll-over point and the current energy value of the aircraft is greater than the energy value of the second preset roll-over point, so as to obtain a corrected energy value of the second preset roll-over point.
7. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the steps of the method of any of the preceding claims 1 to 4 when the computer program is executed.
8. A computer readable medium having non-volatile program code executable by a processor, the program code causing the processor to perform the method of any of claims 1-4.
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