CN115542746B - Energy control reentry guidance method and device for hypersonic aircraft - Google Patents
Energy control reentry guidance method and device for hypersonic aircraft Download PDFInfo
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Abstract
The application provides an energy management and control reentry guidance method and device for a hypersonic aircraft, wherein the method is used for acquiring flight state information of the hypersonic aircraft in real time when the hypersonic aircraft is in a reentry glide section; after the fact that the flight state information meets the preset flight conditions of the reentry glide phase is determined, obtaining the predicted flight energy of the hypersonic aircraft at the terminal point of the reentry glide phase; and controlling and adjusting the current tilt angle and the current attack angle in the flight state information based on the predicted flight energy and the preset flight energy of the configured reentry glide section terminal point so as to control the hypersonic flight vehicle to perform left-right maneuvering in the reentry glide section or control the hypersonic flight vehicle to move in the reentry glide section under the condition that the optimal lift-drag ratio attack angle and the tilt angle are 0. The method improves the point placement accuracy of the supersonic aircraft.
Description
Technical Field
The application relates to the technical field of data processing, in particular to an energy management and control reentry guidance method and device for a hypersonic aircraft.
Background
The hypersonic aircraft has the advantages of long range, high speed, strong maneuverability and the like, the hypersonic aircraft can enter into long-time gliding during reentry flight, the external environment parameters of the hypersonic aircraft are constantly and violently changed, the hypersonic aircraft is easily influenced by various interferences and self parameter deviation during flight, under the influence of various deviation interferences, the thermal environment of the hypersonic aircraft is harsher due to long-time gliding, the flight speed dispersion difference is further remarkably increased, great difficulty is brought to the connection and transition of a remote track and a terminal guidance lower pressure section track, the landing point precision of the hypersonic aircraft is seriously influenced, and the new challenges are also provided for the reentry track optimization.
Disclosure of Invention
An object of the embodiments of the present application is to provide a method and a device for guidance of energy management and reentry of a hypersonic aircraft, so as to solve the above problems in the prior art and improve the landing accuracy of the hypersonic aircraft.
In a first aspect, an energy management reentry guidance method for a hypersonic aircraft is provided, and the method may include:
when the hypersonic aerocraft is in the reentry gliding section, acquiring flight state information of the hypersonic aerocraft in real time;
after the flight state information is determined to meet the preset reentry glide phase flight condition, acquiring the predicted flight energy of the hypersonic aircraft at the reentry glide phase terminal point based on the flight state information;
if the predicted flight energy is not less than the preset flight energy of the configured reentry glide segment terminal, performing first control adjustment on a current tilt angle and a current attack angle in flight state information so as to control the hypersonic aircraft to perform left-right maneuvering in the reentry glide segment;
and if the predicted flight energy is less than the preset flight energy of the configured reentry glide segment terminal, performing second control adjustment on a current tilt angle and a current attack angle in the flight state information to control the hypersonic flight vehicle to move in the reentry glide segment under the condition that the optimal lift-drag ratio attack angle and the tilt angle are 0, wherein the optimal lift-drag ratio attack angle is the corresponding attack angle when the lift force and the drag force of the flight vehicle in the flight state information reach the maximum ratio.
In one possible implementation, the preset reentry glide segment flight conditions include reentry process constraints and pseudo-equilibrium glide conditions;
wherein the reentry process constraints include heat flow constraints, overload constraints, and dynamic pressure constraints.
In one possible implementation, the second control adjustment of the current roll angle and the current angle of attack in the flight status information comprises:
adjusting the current roll angle to zero;
acquiring the maximum lift-drag ratio of the aircraft lift force and the aircraft resistance in the flight state information in the gliding process in the reentry gliding section;
and adjusting the current attack angle to the attack angle corresponding to the maximum lift-drag ratio.
In one possible implementation, the first control adjustment of the current roll angle and the current angle of attack in the flight status information comprises:
acquiring a target attack angle corresponding to the current Mach number of the hypersonic aircraft in a mapping relation based on the configured mapping relation between different Mach numbers and different attack angles; adjusting the current angle of attack to the target angle of attack;
adjusting the amplitude of the current roll angle based on a preset energy constraint condition;
determining a current line-of-sight angle error based on a deviation of a line-of-sight angle of the hypersonic aircraft and a current velocity azimuth in the flight status information; the line-of-sight angle is a deviation angle between the current position of the hypersonic aerocraft and the terminal position of the reentry glide section;
adjusting the sign of the current roll angle based on the determined current line-of-sight angle error and a configured line-of-sight angle error limit range, wherein the configured line-of-sight angle error limit range is determined based on a Bernoulli chaotic mapping improved Greenwolf optimization algorithm, and the configured line-of-sight angle error limit range is used for controlling the lateral azimuth of the hypersonic aircraft.
In one possible implementation, the preset energy constraint is expressed as:
wherein the content of the first and second substances,
in order to predict the range satisfying the end point energy of the re-entering glide band, which is the amount of change of the roll angle v, s is the remaining range of the actual distance re-entering the end point of the glide band,
respectively the longitude and the latitude at the preset terminal moment of the reentry glide section, theta is the speed inclination angle,
and phi is the radius of the earth, phi and lambda are respectively latitude and longitude of the current moment, D is the aircraft resistance, and r is the geocentric distance of the centroid of the hypersonic aircraft relative to the earth.
In one possible implementation, the line-of-sight error limit range of the configuration is expressed as:
wherein the content of the first and second substances,
、
respectively representing the upper and lower boundary values of the lateral flight azimuth error,
、
a constant value representing the limit range of the line-of-sight angle error and satisfying
，
The flight vehicle turning speed V when the error limit range is smaller than the preset range 0 Representing the initial aircraft speed, V end Representing the speed of the aircraft at the end of the reentry glide phase;
in one possible implementation, the process of configuring the line-of-sight error limit range includes:
obtaining an initialized upper and lower boundary value of a lateral flight azimuth error, a constant value of the line-of-sight angle error limit range and an aircraft turning speed when the error limit range is smaller than a preset range by adopting a Bernoulli chaotic mapping algorithm;
and processing the initialized upper and lower boundary values of the lateral flight azimuth error, the constant value and the turning speed by utilizing a wolf optimization algorithm to obtain the line-of-sight angle error limiting range, wherein the line-of-sight angle error limiting range comprises the optimized upper and lower boundary values of the lateral flight azimuth error, the constant value and the turning speed of the aircraft.
In a second aspect, there is provided an energy management reentry guidance apparatus for a hypersonic aircraft, the apparatus may include:
the acquiring unit is used for acquiring the flight state information of the hypersonic flight vehicle in real time when the hypersonic flight vehicle is in the reentry gliding section;
after the flight state information is determined to meet the preset reentry glide phase flight condition, acquiring the predicted flight energy of the hypersonic aircraft at the reentry glide phase terminal point based on the flight state information;
the control and regulation unit is used for carrying out first control regulation on a current tilt angle and a current attack angle in flight state information if the predicted flight energy is not less than the configured flight energy of the terminal point of the reentry glide phase so as to control the hypersonic aerocraft to carry out left-right swing maneuver in the reentry glide phase;
and if the predicted flight energy is less than the configured flight energy of the reentry glide segment terminal, performing second control adjustment on a current tilt angle and a current attack angle in the flight state information to control the hypersonic flight vehicle to move in the reentry glide segment under the condition that the optimal lift-drag ratio attack angle and the tilt angle are 0, wherein the optimal lift-drag ratio attack angle is the corresponding attack angle when the lift force and the drag force of the flight vehicle in the flight state information reach the maximum ratio.
In a third aspect, an electronic device is provided, which includes a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete communication with each other through the communication bus;
a memory for storing a computer program;
a processor adapted to perform the method steps of any of the above first aspects when executing a program stored in the memory.
In a fourth aspect, a computer-readable storage medium is provided, having stored therein a computer program which, when executed by a processor, performs the method steps of any of the above first aspects.
According to the energy management and control reentry guidance method for the hypersonic aircraft, when the hypersonic aircraft is in the reentry glide section, flight state information of the hypersonic aircraft is acquired in real time; after the flight state information is determined to meet the preset reentry glide phase flight condition, acquiring the predicted flight energy of the hypersonic aircraft at the reentry glide phase terminal point based on the flight state information; if the predicted flight energy is not less than the preset flight energy of the configured reentry glide segment terminal, performing first control adjustment on a current tilt angle and a current attack angle in the flight state information so as to control the hypersonic aircraft to perform left-right swing maneuver in the reentry glide segment; and if the predicted flight energy is less than the preset flight energy of the configured reentry glide phase terminal, performing second control adjustment on the current tilt angle and the current attack angle in the flight state information so as to control the hypersonic aerocraft to move in the reentry glide phase under the condition that the optimal lift-drag ratio attack angle and the tilt angle are 0. The method can perform real-time online energy self-adaptive guidance when the hypersonic aircraft enters the glide section again, and performs energy control on the glide section again through an energy prediction feedback technology, so that the landing point precision of the hypersonic aircraft is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are required to be used in the embodiments of the present application will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and that those skilled in the art can also obtain other related drawings based on the drawings without inventive efforts.
Fig. 1 is a schematic diagram of a gray wolf population hierarchy structure provided in an embodiment of the present application;
fig. 2 is a schematic flow chart of an energy tube reentry guidance method for a hypersonic aircraft according to an embodiment of the present application;
FIG. 3 is a schematic process diagram of an energy tube reentry guidance method for a hypersonic aircraft according to an embodiment of the present application;
fig. 4 is a schematic structural diagram of an energy management reentry guidance device of a hypersonic aircraft according to an embodiment of the present application;
fig. 5 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments of the present application without making any creative effort belong to the protection scope of the present application.
The terms "comprising" and "having," and any variations thereof, as referred to in the embodiments of the present application, are intended to cover non-exclusive inclusions. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those steps or elements but may alternatively include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
For convenience of understanding, terms referred to in the embodiments of the present application are explained below:
the space flight reentry guidance is to control the flight state of the aircraft reentry glide section so as to meet the requirement of the next flight section. The task of reentry guidance is to fly the aircraft in a good thermodynamic environment and to precisely meet various constraints.
The grey wolf optimization algorithm is an optimized search method developed by inspiring the activities of the grey wolf predation prey, has the characteristics of strong convergence performance, few parameters, easy realization and the like, and has been successfully applied to parameter optimization. The original gray wolf optimization algorithm is as follows:
the grey wolf algorithm simulates the leader level and the hunting system of the natural grey wolf: it has a pyramid-like grading system as shown in fig. 1.
A first layer:
a layer wolf group. And the system is responsible for leading the whole wolf flock hunters, namely the optimal solutions in the optimization algorithm.
A second layer:
a layer wolf group. Is responsible for assisting wolf pack, i.e., sub-optimal solution in the optimization algorithm.
And a third layer:
a layer wolf group. And listening to the sum command and decision, and taking charge of investigation, whistle release and the like. The sum of the fitness differences will decrease.
A fourth layer:
a layer wolf group. Follow the actions of the top three layers of wolf groups.
The hunting process of the gray wolf comprises the following steps: (1) tracking, surrounding, and chasing the prey (2) and the prey (3) against the prey. In the hunting process, the behavior of the grayish wolf around hunting is defined as:
in the formula:
respectively represent the current population
A wolf cluster,
A layer of wolf group,
Location vectors of the layer wolf clusters;
a position vector representing a gray wolf;
respectively representing the distances between the current candidate gray wolf and the optimal three wolfs; when the temperature is higher than the set temperature
In the meantime, the gray wolves are scattered in each area as much as possible and search for a prey. When the temperature is higher than the set temperature
In time, the wolf will focus on searching for a prey in a certain area or areas.
In the research of reentering guidance of a hypersonic aircraft, a learner focuses more on the design of an online guidance strategy under the conditions of strong coupling, fast time variation and multiple constraints and complex nonlinearity, the problem of contradiction between an analytic solution and a numerical solution and the problem of efficiency decision of a feasible solution and an optimal solution are mainly solved, and energy management and control are used as a main constraint technology of the accuracy of a landing point of the aircraft, so that the method has a considerable research prospect. The energy control reentry guidance method of the hypersonic aircraft, provided by the embodiment of the application, can be used for self-adapting to an energy control guidance technology, designing the reentry track of the hypersonic aircraft more scientifically and reasonably, optimizing the landing point precision of the hypersonic aircraft, and improving the task adaptability of the guidance law, so as to overcome the problems that the guidance landing point precision is low and the guidance law task adaptability is weak due to the problems of disturbance of the flight environment, deviation of parameters of the aircraft and the like in the prior art, and further realize the online reentry guidance of the hypersonic aircraft.
The preferred embodiments of the present application will be described below with reference to the accompanying drawings of the specification, it should be understood that the preferred embodiments described herein are merely for illustrating and explaining the present application, and are not intended to limit the present application, and that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
Fig. 2 is a schematic flow diagram of an energy management reentry guidance method for a hypersonic aircraft according to an embodiment of the present application. As shown in fig. 2, the method may include:
and step S210, acquiring the flight state information of the hypersonic aerocraft in real time when the hypersonic aerocraft is in the reentry gliding section.
Before this step is executed, reentry flight dynamics modeling needs to be created, and the model data can adopt a publicly published high-lift body CAV-H model in a Common Aeronautical Vehicle (CAV) as a research object, and a motion model of a hypersonic aircraft glide section (or "reentry glide section") in a track coordinate system in a three-dimensional space is shown in the following formula (1.1):
（1.1）
wherein the content of the first and second substances,
represents the geocentric distance of the mass center of the hypersonic aerocraft relative to the earth, h is the height of the earth surface of the aerocraft,
which is the radius of the earth, is,
which represents the longitude of the vehicle,
the latitude is represented by the number of lines,
representing the speed of the aircraft relative to the rotating earth,
Indicating the azimuth of velocity measured clockwise from north,
representing the velocity dip, t being the time of flight, m representing the aircraft mass, p representing the atmospheric density at which the aircraft is currently located,
which represents the rotational angular velocity of the earth,
a reference area of the aircraft is represented,
which represents the constant of the earth's gravity,
and
expressed as the aircraft drag coefficient and lift coefficient respectively,
is the roll angle.
Specific expressions for drag and lift are as follows:
equation (1.2) -in equation (1.3), V represents the velocity of the aircraft relative to the rotating earth,
a reference area of the hypersonic aerial vehicle is shown,
,
an atmospheric density indicative of an altitude at which the aircraft is currently located;
and
respectively representing drag coefficient and lift coefficient of the aircraft, performing interpolation fitting on aerodynamic force data according to CAV-H published information, and defining the drag coefficient and the lift coefficient as related to an attack angle
Function of (c):
in the subsequent implementation, in order to facilitate analysis, variables in a three-dimensional space motion model of a glide section of the hypersonic aerocraft are subjected to dimensionless processing.
Further, acquiring flight state information of the hypersonic aircraft in real time in a gliding section of the hypersonic aircraft; the flight state information may include the above-mentioned state quantities of the aircraft, such as roll angle, angle of attack, aircraft speed, and the like.
Step S220, detecting whether the flight state information meets the preset reentry glide section flight condition and whether the hypersonic aircraft is at the reentry glide section terminal point.
If the detected flight state information meets the preset reentry glide segment flight condition and the hypersonic aircraft is not at the reentry glide segment terminal point, step S230 is executed. Otherwise, ending the re-entry guidance process of the embodiment of the application.
The preset reentry glide segment flight conditions comprise reentry process constraints and pseudo-equilibrium glide conditions; reentry process constraints include heat flow constraints, overload constraints, and dynamic pressure constraints.
(1) Reentry process constraints
Then entering a flight corridor: the method can be defined as the intersection of various constraint conditions which must be met by the safe reentry of the hypersonic flight vehicle, and further can determine the variation range of the control variable roll angle in the flight process, so that the determination of the reentry flight corridor is the primary work of CAV-H glide slope trajectory planning.
And then entering a flight corridor: mainly by the process constraint that receives in the hypersonic aircraft glide segment flight process and constitute, mainly have the following constraint:
A. heat flow constraint:
（1.6）
in the formula (I), the compound is shown in the specification,
is the heat flux density, constant, of the aircraft head stagnation point
，
Is the atmospheric density and the heat flow density is given in units of
Maximum heat flux density that the aircraft can withstand
。
B. Overload restraint:
（1.7）
wherein n is the normal pneumatic overload to the aircraft and the maximum overload that the aircraft can bear
，g is the local gravitational acceleration.
C. Dynamic pressure restraint:
（1.8）
in the formula, the dynamic pressure q borne by the aircraft, and the maximum dynamic pressure that can be borne by the aircraft
s。
The model taking into account the atmospheric density ρ may take the simplified exponential form:
wherein the content of the first and second substances,
atmospheric density at sea level;
；
，
，
representing the radius of the earth, and r is the geocentric distance of the center of mass of the hypersonic flight vehicle relative to the earth.
Substituting equation (1.9) into equation (1.6) -equation (1.8) can yield:
（1.10）
h is the limit to the ground surface height of the aircraft, and the ground surface height H of the aircraft belongs to H;
in summary, the process constraint combination is the lower boundary of the reentry flight corridor.
(2) Pseudo-equilibrium glide conditions
Considering that the influence of the bulk acceleration on the aircraft is far less than the coriolis acceleration, the embodiments of the present application ignore the bulk acceleration term in the pseudo-equilibrium glide condition.
Most of the reentry track and track inclination angle of the lifting body aircraft
Typically small and the variation is relatively slow. Instant messenger
Obtaining:
the pseudo-Equilibrium glide Condition (QEGC) is given by the formula (1.11). Theoretically, the formula (1.11) can ensure that the flight path is absolutely straight as long as enough air lift is received.
And step S230, acquiring the predicted flight energy of the hypersonic aircraft at the terminal point of the reentry glide section based on the flight state information.
Determining the range flight amount based on the speed inclination angle and the aircraft resistance in the flight state information; the flight path quantity can be expressed as:
。
based on the flight distance, the predicted flight energy E of the hypersonic aircraft at the terminal point of the reentry glide section is determined tf 。
And S240, controlling and adjusting the current roll angle and the current attack angle in the traveling state information based on the predicted flight energy and the preset flight energy of the configured reentry glide segment terminal point.
(1) If the predicted flight energy E tf Not less than the preset flight energy E of the configured reentry glide segment terminal point f And performing first control adjustment on the current inclination angle and the current attack angle in the flight state information so as to control the hypersonic aerocraft to perform left and right maneuvering in the reentry glide phase.
For the current angle of attack:
and acquiring a target attack angle corresponding to the current Mach number of the hypersonic aircraft in the mapping relation based on the configured mapping relation table of different Mach numbers and different attack angles, and adjusting the current attack angle to the target attack angle.
The embodiment of the application provides an attack angle profile, which is based on an attack angle change rule of a farthest range, and designs a hypersonic aerocraft such as a CAV-H attack angle curve as a piecewise linear function related to speed, namely a mapping relation table can be expressed as follows:
where Ma is the current Mach number of the aircraft,
is the node angle of attack in the piecewise function. Mach number is the ratio of velocity to sonic velocity.
For the current roll angle:
firstly, the amplitude of the current roll angle is adjusted based on preset energy constraint conditions. Specifically, the embodiment of the present application provides a design of a longitudinal plane trajectory based on energy prediction feedback:
the purpose of the longitudinal planar guidance law design is to determine the magnitude of the control quantity roll angle, defining the normalized energy as given in equation (1.13):
（1.13）
wherein V is the speed of the aircraft relative to the earth, and the energy-constrained longitudinal plane guidance law is designed as follows, namely a preset energy constraint condition:
in the formula (I), the compound is shown in the specification,
in order to predict the range satisfying the end point energy of the re-entering glide band, which is the amount of change of the roll angle v, s is the remaining range of the actual distance re-entering the end point of the glide band,
respectively the longitude and the latitude at the preset terminal moment of the reentry glide section, theta is the speed inclination angle,
phi and lambda are the earth radius, respectively latitude and longitude of the current moment, D is the aircraft resistance, and r is the geocentric distance of the hypersonic aircraft centroid relative to the earth.
In the embodiment of the application, a variable step length iteration method is adopted, and the formula (1.14) is solved in each wheel guidance period to obtain the roll angle amplitude meeting the energy constraint.
Secondly, determining the current line-of-sight angle error based on the deviation of the line-of-sight angle of the hypersonic aerocraft and the current speed azimuth angle in the flight state information. Wherein, the line-of-sight angle is the deviation angle between the current position of the hypersonic aerocraft and the terminal position of the reentry glide section.
Specifically, the embodiment of the application provides a lateral plane guidance law design based on an improved grayish wolf optimization algorithm. The purpose of the lateral trajectory design is to determine the sign of the roll angle so that the flight trajectory satisfies the terminal position and azimuth constraints. And determining the sign of the roll angle based on a lateral track design method of a lateral azimuth error corridor.
The sight angle is defined as the deviation angle degree between the current position of the aircraft and the terminal point of the reentry glide section, and the expression is shown as the following formula:
（1.15）
the line-of-sight error is defined as the line-of-sight angle and the azimuth of velocity measured clockwise from north
The expression of (a) is shown in the following formula:
（1.16）
and finally, adjusting the sign of the current roll angle based on the determined current line-of-sight angle error and a configured line-of-sight angle error limit range, wherein the configured line-of-sight angle error limit range is determined based on a Bernoulli chaotic mapping improved Grey wolf optimization algorithm, and the configured line-of-sight angle error limit range is used for controlling the lateral direction of the hypersonic aircraft.
Specifically, if the determined current line-of-sight angle error exceeds the configured line-of-sight angle error limit range, it is determined that the deviation between the aircraft and the terminal is too large and the roll angle needs to be reversed
To correct the trajectory, otherwise, there is no need to reverse the roll angle
The symbol of (2).
Further, the configured line-of-sight angle error limit range may be expressed as:
wherein the content of the first and second substances,
、
respectively representing the upper and lower boundary values of the lateral flight azimuth error,
、
a constant value representing the limit range of the line-of-sight angle error and satisfying
，
Indicates the flight vehicle turning speed, V, when the error limit range is less than the preset range 0 Representing the initial aircraft speed, V end Indicating the aircraft speed at the end of the reentry glide phase.
It should be noted that the parameters in the line-of-sight error limiting range may be configured in advance according to business experience, but in order to suppress the oscillation of the roll angle v during energy dissipation, the parameters in the line-of-sight error limiting range may be optimized and selected based on a grayish wolf optimization algorithm improved by bernoulli chaotic mapping. The process of configuring the line-of-sight error limit range may thus comprise:
obtaining an initialized upper and lower boundary value of a lateral flight azimuth error, a constant value of a line-of-sight angle error limit range and an aircraft turning speed when the error limit range is smaller than a preset range by adopting a Bernoulli chaotic mapping algorithm;
and processing the initialized upper and lower boundary values, the constant value and the turning speed of the lateral flight azimuth error by using a wolf optimization algorithm to obtain a line-of-sight angle error limiting range, wherein the line-of-sight angle error limiting range comprises the optimized upper and lower boundary values, the constant value and the turning speed of the aircraft of the lateral flight azimuth error.
The initialization is an important factor influencing the efficiency of the gray wolf optimization algorithm, the traditional gray wolf optimization algorithm adopts a random number mode to initialize individuals participating in searching, the method can cause the great reduction of the searching efficiency, and the real-time requirement of the aircraft reentry guidance on the algorithm is extremely high, so that the embodiment of the application adopts a mode based on Bernoulli chaotic mapping to initialize the population position, the general chaotic mapping is used for generating a chaotic sequence, and the method has the characteristics that: nonlinearity, sensitive dependence on initial values, ergodicity, randomness, singular attractors (chaotic attractors) and universality. Bernoulli chaotic map is defined as follows:
and then, taking the adjusted attack angle and the adjusted roll angle as control quantities, and determining new flight state information by using the motion model of the formula (1.1) so as to control the hypersonic aerocraft to maneuver left and right in the glide slope again based on the new flight state information.
(2) If the predicted flight energy E tf A preset flight energy E less than the configured reentry glide segment terminal point f And performing second control adjustment on the current roll angle and the current attack angle in the flight state information so as to control the hypersonic aerocraft to move under the condition that the optimal lift-drag ratio attack angle and roll angle are 0 in the reentry glide section.
For the current roll angle:
adjusting the current roll angle to zero;
for the current angle of attack:
acquiring the maximum lift-drag ratio of the lift force of the aircraft and the resistance of the aircraft in the flight state information in the gliding process in the gliding section; and adjusting the current attack angle to the attack angle corresponding to the maximum lift-drag ratio.
According to the formula (1.4) and the formula (1.5), the lift coefficient of the aircraft lift and the drag coefficient of the aircraft drag are related to the attack angle, so that the attack angle in the lift coefficient and the drag coefficient is a unique value when the maximum lift-drag ratio of the aircraft lift to the aircraft drag is determined.
And then, taking the adjusted attack angle and the adjusted roll angle as control quantities, and determining new flight state information by using a motion model of a formula (1.1) so as to control the hypersonic aerocraft to move under the condition that the attack angle and the roll angle of the hypersonic aerocraft enter the glide section again and the optimal lift-drag ratio is 0 on the basis of the new flight state information.
Furthermore, whether the position of the hypersonic aircraft is at the terminal point of the reentry glide section or not needs to be detected in real time, and if yes, the reentry guidance process is ended.
Fig. 3 is a schematic process diagram of an energy tube reentry guidance method for a hypersonic aircraft according to an embodiment of the present application. As shown in fig. 3, the process may include:
the method comprises the steps that firstly, flight state information of the hypersonic aircraft and the current position of the hypersonic aircraft are obtained in real time;
detecting whether the current position is the terminal point of the reentry glide section; if yes, ending; if not, detecting whether the flight state information meets the reentry process constraint condition and the pseudo-equilibrium glide condition;
if so, acquiring the predicted flight energy E of the hypersonic aircraft at the terminal point of the reentry glide section tf The specific obtaining manner may be according to corresponding steps in fig. 2, and is not described herein in detail in this embodiment of the application.
Judging and predicting flight energy E tf Whether or not it is not less than the preset flight energy E f ；
And if not, performing second control adjustment on the current roll angle and the current attack angle, namely adjusting the current roll angle to be zero, and adjusting the current attack angle to an attack angle corresponding to the maximum lift-drag ratio of the lift force of the aircraft and the drag force of the aircraft. The specific obtaining manner may be obtained according to corresponding steps in fig. 2, and details are not described herein in this embodiment of the application.
If so, performing first control adjustment on the current roll angle and the current attack angle, namely acquiring a target attack angle corresponding to the current Mach number in a mapping relation based on the configured mapping relation between different Mach numbers and different attack angles, and adjusting the current attack angle to the target attack angle; adjusting the amplitude of the current roll angle based on a preset energy constraint condition; and adjusting the sign of the current roll angle based on the determined current line-of-sight angle error and a line-of-sight angle error limit range configured by a modified Hui wolf optimization algorithm based on Bernoulli chaotic mapping. The specific manner of obtaining the current line-of-sight angle error may be obtained according to the corresponding steps in fig. 2, and details of the embodiment of the present application are not described herein.
And then inputting the adjusted attack angle and the adjusted roll angle into a pre-configured motion model of the hypersonic aerocraft so as to control the motion of the hypersonic aerocraft.
The method provided by the embodiment of the application can be used for carrying out real-time online energy self-adaptive guidance when the hypersonic aircraft enters the glide section again, and energy management and control of the reentry glide section are carried out through an energy prediction feedback technology, so that the landing point precision of the hypersonic aircraft is improved, the problem of roll angle oscillation caused in the energy management and control process is optimized through an improved wolf optimization algorithm, and the stability of a guidance law and the smoothness of a reentry track are improved.
Corresponding to the above method, an embodiment of the present application further provides an energy management reentry guidance device for a hypersonic aircraft, as shown in fig. 4, the device includes:
the acquiring unit 410 is configured to acquire flight state information of the hypersonic aircraft in real time when the hypersonic aircraft is in the reentry glide phase;
after the flight state information is determined to meet the preset reentry glide phase flight condition, acquiring the predicted flight energy of the hypersonic aircraft at the reentry glide phase terminal point based on the flight state information;
a control adjustment unit 420, configured to perform a first control adjustment on a current roll angle and a current attack angle in flight state information to control the hypersonic aircraft to perform left-right maneuver in the reentry glide phase if the predicted flight energy is not less than the configured flight energy at the end point of the reentry glide phase;
and if the predicted flight energy is smaller than the configured flight energy of the reentry glide phase terminal, performing second control adjustment on a current tilt angle and a current attack angle in the flight state information to control the hypersonic flight vehicle to move in the reentry glide phase under the condition that the optimal lift-drag ratio attack angle and the tilt angle are 0, wherein the optimal lift-drag ratio attack angle is the corresponding attack angle when the lift force and the drag force of the flight vehicle in the flight state information reach the maximum ratio.
The function of the energy management and control reentry of the hypersonic aircraft into each functional unit of the guidance device provided by the embodiment of the application can be realized through the steps of the method, and therefore, specific working processes and beneficial effects of each unit in the device provided by the embodiment of the application are not repeated herein.
An electronic device is further provided in the embodiments of the present application, as shown in fig. 5, and includes a processor 510, a communication interface 520, a memory 530, and a communication bus 540, where the processor 510, the communication interface 520, and the memory 530 complete communication with each other through the communication bus 540.
A memory 530 for storing a computer program;
the processor 510, when executing the program stored in the memory 530, implements the following steps:
when the hypersonic aircraft is in the reentry gliding section, acquiring flight state information of the hypersonic aircraft in real time;
after the flight state information is determined to meet the preset reentry glide phase flight condition, acquiring the predicted flight energy of the hypersonic aircraft at the reentry glide phase terminal point based on the flight state information;
if the predicted flight energy is not less than the configured flight energy of the reentry glide phase terminal, performing first control adjustment on a current roll angle and a current attack angle in flight state information so as to control the hypersonic aircraft to perform left-right maneuvering in the reentry glide phase;
and if the predicted flight energy is less than the configured flight energy of the reentry glide segment terminal, performing second control adjustment on the current tilt angle and the current attack angle in the flight state information to control the hypersonic flight vehicle to move in the reentry glide segment under the condition that the optimal lift-drag ratio attack angle and the tilt angle are 0, wherein the optimal lift-drag ratio attack angle is the corresponding attack angle when the lift force and the drag force of the flight vehicle in the flight state information reach the maximum ratio.
The aforementioned communication bus may be a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, or the like. The communication bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is shown, but this does not mean that there is only one bus or one type of bus.
The communication interface is used for communication between the electronic equipment and other equipment.
The Memory may include a Random Access Memory (RAM) or a Non-Volatile Memory (NVM), such as at least one disk Memory. Optionally, the memory may also be at least one memory device located remotely from the processor.
The Processor may be a general-purpose Processor, including a Central Processing Unit (CPU), a Network Processor (NP), and the like; but also Digital Signal Processors (DSPs), application Specific Integrated Circuits (ASICs), field Programmable Gate Arrays (FPGAs) or other Programmable logic devices, discrete Gate or transistor logic devices, discrete hardware components.
Since the implementation manner and the beneficial effects of the problem solving of each device of the electronic device in the foregoing embodiment can be implemented by referring to each step in the embodiment shown in fig. 2, detailed working processes and beneficial effects of the electronic device provided in the embodiment of the present application are not repeated herein.
In yet another embodiment provided by the present application, there is also provided a computer-readable storage medium having stored therein instructions that, when executed on a computer, cause the computer to perform the energy management reentry guidance method for a hypersonic aircraft as described in any of the above embodiments.
In yet another embodiment provided by the present application, there is also provided a computer program product containing instructions that, when run on a computer, cause the computer to perform the energy tube reentry guidance method for a hypersonic aircraft as described in any of the above embodiments.
As will be appreciated by one of skill in the art, the embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, embodiments of the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, embodiments of the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
Embodiments of the present application are described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present embodiments have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including the preferred embodiment and all changes and modifications that fall within the true scope of the embodiments of the present application.
It is apparent that those skilled in the art can make various changes and modifications to the embodiments of the present application without departing from the spirit and scope of the embodiments of the present application. Thus, provided that such modifications and variations of the embodiments of the present application fall within the scope of the claims of the embodiments of the present application and their equivalents, the embodiments of the present application are intended to include such modifications and variations as well.
Claims (6)
1. An energy management reentry guidance method for a hypersonic aircraft, the method comprising:
when the hypersonic aerocraft is in the reentry gliding section, acquiring flight state information of the hypersonic aerocraft in real time;
after the flight state information is determined to meet the preset reentry glide phase flight condition, acquiring the predicted flight energy of the hypersonic aircraft at the reentry glide phase terminal point based on the flight state information;
if the predicted flight energy is not less than the preset flight energy of the configured reentry glide segment terminal, performing first control adjustment on a current tilt angle and a current attack angle in flight state information so as to control the hypersonic aerocraft to perform left-right maneuvering in the reentry glide segment;
if the predicted flight energy is less than the preset flight energy of the configured reentry glide segment terminal, performing second control adjustment on a current tilt angle and a current attack angle in the flight state information to control the hypersonic flight vehicle to move in the reentry glide segment under the condition that the optimal lift-drag ratio attack angle and the tilt angle are 0, wherein the optimal lift-drag ratio attack angle is the corresponding attack angle when the lift force and the drag force of the flight vehicle in the flight state information reach the maximum ratio;
wherein, carry out first control regulation to current bank angle and current angle of attack in the flight status information, include:
acquiring a target attack angle corresponding to the current Mach number of the hypersonic aircraft in a mapping relation based on the configured mapping relation between different Mach numbers and different attack angles; adjusting the current angle of attack to the target angle of attack;
adjusting the amplitude of the current roll angle based on a preset energy constraint condition;
determining a current line-of-sight angle error based on a deviation of a line-of-sight angle of the hypersonic aircraft and a current velocity azimuth in the flight status information; the line-of-sight angle is a deviation angle between the current position of the hypersonic aerocraft and the terminal position of the reentry glide section;
adjusting the sign of the current roll angle based on the determined current line-of-sight angle error and a configured line-of-sight angle error limit range, the configured line-of-sight angle error limit range being determined based on a Bernoulli chaotic mapping improved Grey wolf optimization algorithm, the configured line-of-sight angle error limit range being used for controlling the lateral orientation of the hypersonic aircraft;
the preset energy constraint condition is expressed as:
wherein the content of the first and second substances,
in order to predict the range satisfying the end point energy of the reentry glide, which is the amount of change of the roll angle v, s is the remaining range of the actual distance reentry glide end point,
respectively the longitude and the latitude at the preset terminal moment of the reentry glide section, theta is the speed inclination angle,
the earth radius is phi, lambda is latitude and longitude of the current moment respectively, D is aircraft resistance, and r is the geocentric distance of the hypersonic aircraft centroid relative to the earth;
the configured line-of-sight angle error limit range is expressed as:
wherein the content of the first and second substances,
、
respectively representing the upper and lower boundary values of the lateral flight azimuth error,
、
a constant value representing the limit range of the line-of-sight angle error and satisfying
，
Indicating the aircraft turning speed at which the error limit range is less than the preset range,
at the initial speed of the aircraft,
representing the speed of the aircraft at the end point of the reentry glide phase;
further, the process of configuring the line-of-sight angle error limit range includes:
obtaining an initialized upper and lower boundary value of a lateral flight azimuth error, a constant value of the line-of-sight angle error limit range and an aircraft turning speed when the error limit range is smaller than a preset range by adopting a Bernoulli chaotic mapping algorithm;
and processing the initialized upper and lower boundary values of the lateral flight azimuth error, the constant value and the turning speed by utilizing a wolf optimization algorithm to obtain the line-of-sight angle error limiting range, wherein the line-of-sight angle error limiting range comprises the optimized upper and lower boundary values of the lateral flight azimuth error, the constant value and the turning speed of the aircraft.
2. The method of claim 1, wherein said preset reentry glide phase flight conditions include reentry process constraints and pseudo-equilibrium glide conditions;
wherein the reentry process constraints include heat flow constraints, overload constraints, and dynamic pressure constraints.
3. The method of claim 1, wherein making a second control adjustment to a current roll angle and a current angle of attack in the flight status information comprises:
adjusting the current roll angle to zero;
acquiring the maximum lift-drag ratio of the aircraft lift force and the aircraft resistance in the flight state information in the gliding process in the reentry gliding section;
and adjusting the current attack angle to the attack angle corresponding to the maximum lift-drag ratio.
4. An energy management reentry guidance apparatus for a hypersonic aircraft, the apparatus comprising:
the acquiring unit is used for acquiring flight state information of the hypersonic aerocraft in real time when the hypersonic aerocraft is in the reentry glide section;
after the flight state information is determined to meet the preset reentry glide phase flight condition, acquiring the predicted flight energy of the hypersonic aircraft at the reentry glide phase terminal point based on the flight state information;
a control adjustment unit, configured to perform a first control adjustment on a current tilt angle and a current attack angle in flight state information if the predicted flight energy is not less than the configured flight energy at the reentry glide slope terminal, so as to control the hypersonic aircraft to maneuver left and right in the reentry glide slope;
if the predicted flight energy is less than the configured flight energy of the reentry glide segment terminal, performing second control adjustment on a current tilt angle and a current attack angle in the flight state information to control the hypersonic flight vehicle to move in the reentry glide segment under the condition that the optimal lift-drag ratio attack angle and the tilt angle are 0, wherein the optimal lift-drag ratio attack angle is the corresponding attack angle when the lift force and the drag force of the flight vehicle in the flight state information reach the maximum ratio;
wherein, the control and regulation unit is specifically configured to:
acquiring a target attack angle corresponding to the current Mach number of the hypersonic aircraft in a mapping relation based on the configured mapping relation between different Mach numbers and different attack angles; adjusting the current attack angle to the target attack angle;
adjusting the amplitude of the current roll angle based on a preset energy constraint condition;
determining a current line-of-sight angle error based on a deviation of a line-of-sight angle of the hypersonic aircraft and a current velocity azimuth in the flight status information; the line-of-sight angle is a deviation angle between the current position of the hypersonic aerocraft and the terminal position of the reentry glide section;
adjusting the sign of the current roll angle based on the determined current line-of-sight angle error and a configured line-of-sight angle error limit range, the configured line-of-sight angle error limit range being determined based on a Bernoulli chaotic mapping improved Grey wolf optimization algorithm, the configured line-of-sight angle error limit range being used for controlling the lateral orientation of the hypersonic aircraft;
the preset energy constraint condition is expressed as:
wherein the content of the first and second substances,
for the predicted range meeting the end energy of the re-entry glide phase, which varies with respect to the roll angle vThe quantity s is the residual range of the actual distance to the end point of the glide section,
respectively the longitude and the latitude at the preset terminal moment of the reentry glide section, theta is the speed inclination angle,
the earth radius is psi and lambda are respectively latitude and longitude of the current moment, D is aircraft resistance, and r is the geocentric distance of the mass center of the hypersonic aircraft relative to the earth;
the configured line-of-sight angle error limit range is expressed as:
wherein, the first and the second end of the pipe are connected with each other,
、
respectively representing the upper and lower boundary values of the lateral flight azimuth error,
、
a constant value representing the limit range of the line-of-sight angle error and satisfying
，
Indicating the aircraft turning speed at which the error limit range is less than the preset range,
which is indicative of the initial aircraft speed, is,
representing the speed of the aircraft at the end of the reentry glide phase;
further, the apparatus further comprises: a configuration unit for:
obtaining an initialized upper and lower boundary value of a lateral flight azimuth error, a constant value of the line-of-sight angle error limit range and an aircraft turning speed when the error limit range is smaller than a preset range by adopting a Bernoulli chaotic mapping algorithm;
and processing the initialized upper and lower boundary values of the lateral flight azimuth error, the constant value and the turning speed by utilizing a wolf optimization algorithm to obtain the line-of-sight angle error limiting range, wherein the line-of-sight angle error limiting range comprises the optimized upper and lower boundary values of the lateral flight azimuth error, the constant value and the turning speed of the aircraft.
5. An electronic device, characterized in that the electronic device comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory are communicated with each other through the communication bus;
a memory for storing a computer program;
a processor for implementing the method steps of any of claims 1-3 when executing a program stored on a memory.
6. A computer-readable storage medium, characterized in that a computer program is stored in the computer-readable storage medium, which computer program, when being executed by a processor, carries out the method steps of any one of the claims 1-3.
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