CN117539283A - Method, system, equipment and readable storage medium for rolling speed reduction of seeking guidance section - Google Patents
Method, system, equipment and readable storage medium for rolling speed reduction of seeking guidance section Download PDFInfo
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Abstract
The application discloses a method, a system, equipment and a readable storage medium for rolling deceleration of a guidance section for searching, which relate to the technical field of guidance control of a near space vehicle and comprise the steps of performing attitude compensation on a target sight height angle and a target sight azimuth angle under an missile system to obtain the target sight azimuth angle under a launching system; calculating a transverse comprehensive deviation amount according to the real-time trajectory deviation angle and the target line-of-sight azimuth angle under the emission system; adjusting a transverse maneuvering direction value according to the transverse comprehensive deviation amount, and switching the positive polarity and the negative polarity of the transverse maneuvering direction value according to the transverse maneuvering direction value and a preset switching range to obtain a switched transverse maneuvering direction value; calculating a speed control coefficient according to the real-time speed of the aircraft and the nominal speed of the aircraft; and generating a transverse rolling deceleration control command value based on the transverse maneuvering direction value and the speed control coefficient. The method improves the deceleration capacity of the flight section sought by the near space vehicle.
Description
Technical Field
The application belongs to the technical field of guidance control of a near space vehicle, and particularly relates to a guidance section rolling deceleration method for searching.
Background
Different flight missions, the flight distance of the adjacent space vehicle is different, but the terminal speed requirements of the different missions on the vehicle can be the same; when the flight distance is short, the speed reduction time of the aerodynamic drag to the aircraft is short, or the actual aerodynamic drag of the aircraft is smaller than the design value in the flight process, the final speed of the aircraft is higher, and if the flight speed is reduced without taking certain measures, the final speed of the aircraft may exceed the flight mission requirement.
The general traditional approach space vehicle deceleration method is as follows: according to the pre-bound program flight path before take-off, the cross swing maneuver is performed on the left and right sides of the program flight path, so as to achieve the aim of decelerating. However, this method is only applicable to near space vehicles that fly in a programmed manner, i.e. when the vehicle contains a seeking guidance zone, the conventional deceleration method is no longer applicable because the seeking guidance zone is no longer flying in the programmed path, but instead tracks the real-time dynamic target flight. It can be seen that how to improve the deceleration capability of the near-space vehicle in the flight phase is a current urgent problem to be solved.
Disclosure of Invention
The application provides a method, a system, equipment and a readable storage medium for rolling deceleration of a guided section for searching, which improve the deceleration capacity of a flying section for searching of a near space vehicle.
In a first aspect, a method for rolling and decelerating a guidance section is provided, including the following steps:
performing attitude compensation on the target line-of-sight height angle and the target line-of-sight azimuth angle under the projectile system to obtain the target line-of-sight azimuth angle under the emission system;
calculating a transverse comprehensive deviation amount according to the real-time trajectory deviation angle and the target line-of-sight azimuth angle under the emission system;
adjusting a transverse maneuvering direction value according to the transverse comprehensive deviation amount, and switching the positive polarity and the negative polarity of the transverse maneuvering direction value according to the transverse maneuvering direction value and a preset switching range to obtain a switched transverse maneuvering direction value;
calculating a speed control coefficient according to the real-time speed of the aircraft and the nominal speed of the aircraft;
and generating a transverse rolling deceleration control command value based on the switched transverse maneuvering direction value and the speed control coefficient.
With reference to the first aspect, in one implementation manner, the performing attitude compensation on the target line-of-sight height angle and the target line-of-sight azimuth angle under the elastomeric system to obtain the target line-of-sight azimuth angle under the emission system includes:
calculating a target sight direction vector under the bullet system based on the target sight height angle and the target sight azimuth angle under the bullet system;
Calculating a target line-of-sight direction vector under the launching system based on the target line-of-sight direction vector under the launching system and a posture conversion matrix from the launching system to the launching system;
and calculating the target line-of-sight azimuth under the emission system based on the target line-of-sight direction vector under the emission system.
With reference to the first aspect, in an implementation manner, the calculating a lateral comprehensive deviation according to a real-time ballistic deviation angle and a target line-of-sight azimuth under the emission system includes:
substituting the real-time trajectory deflection angle and the target line-of-sight azimuth under the emission system into a first calculation formula to obtain a transverse comprehensive deflection amount, wherein the first calculation formula is as follows:
DltAgl＝K 1 *(SgmNav-FWg)
wherein Dltagl is the horizontal comprehensive deviation; k (K) 1 Is a first control coefficient; sgmNav is the real-time ballistic deflection; FWg is the target azimuth of view under the transmit train.
With reference to the first aspect, in an implementation manner, the adjusting the transverse maneuver direction value according to the transverse comprehensive deviation amount, and switching the positive and negative polarities of the transverse maneuver direction value according to the transverse maneuver direction value and a preset switching range, to obtain a switched transverse maneuver direction value, includes:
determining a direction switching control amount of the current period based on the lateral comprehensive deviation amount and a preset deviation amount range;
Obtaining a transverse maneuvering direction value of the current period based on the direction switching control quantity of the current period, the direction switching control quantity of the previous period, the transverse maneuvering direction value of the previous period and a preset second control coefficient;
and when the transverse maneuvering direction value of the current period is detected not to be in the switching range, switching the positive polarity and the negative polarity of the transverse maneuvering direction value of the current period to obtain the switched transverse maneuvering direction value.
With reference to the first aspect, in an implementation manner, the determining the direction switching control amount of the current period based on the lateral integrated deviation amount and the preset deviation amount range includes:
when the transverse comprehensive deviation amount is smaller than the lower limit value of the deviation amount range, the direction switching control amount of the current period is a first preset value;
when the transverse comprehensive deviation is larger than the upper limit value of the deviation range, the direction switching control quantity of the current period is a second preset value side;
when the lateral integrated deviation amount is within the deviation amount range, the direction switching control amount of the previous cycle is taken as the direction switching control amount of the current cycle.
With reference to the first aspect, in an implementation manner, the calculating a speed control coefficient according to the real-time speed of the aircraft and the nominal speed of the aircraft includes:
Obtaining a speed deviation by making a difference between the real-time speed of the aircraft and the nominal speed of the aircraft;
obtaining a speed deviation direction identification value of the current period based on a preset speed deviation switching threshold and a speed deviation;
obtaining the speed deviation direction accumulation amount of the current period based on a preset control period, the speed deviation direction accumulation amount of the previous period, the speed deviation direction identification value of the current period and the speed deviation direction identification of the previous period;
and calculating a speed control coefficient based on the speed deviation direction accumulation amount of the current period.
With reference to the first aspect, in an implementation manner, generating a lateral rolling deceleration control command value based on the switched lateral maneuver direction value and the speed control coefficient includes:
substituting the transverse maneuvering direction value and the speed control coefficient into a second calculation formula to obtain a transverse rolling deceleration control instruction value, wherein the second calculation formula is as follows:
SgmDotV＝Kg*U*cos(π*MovAgl)/V Nav
wherein SgmDotV is a transverse rolling deceleration control instruction value; kg is the control overload factor; u is an energy consumption coefficient; movAgl is a transverse maneuver direction value; v (V) Nav Is a real-time speed.
In a second aspect, a guidance zone rolling reduction system is provided, comprising:
The first acquisition module is used for performing attitude compensation on the target sight height angle and the target sight azimuth angle under the projectile system to obtain the target sight azimuth angle under the emission system;
the second acquisition module is used for calculating a transverse comprehensive deviation according to the real-time trajectory deviation angle and the target line-of-sight azimuth angle under the emission system;
the third acquisition module is used for adjusting a transverse maneuvering direction value according to the transverse comprehensive deviation amount, and switching the positive polarity and the negative polarity of the transverse maneuvering direction value according to the transverse maneuvering direction value and a preset switching range to obtain a switched transverse maneuvering direction value;
the fourth acquisition module is used for calculating a speed control coefficient according to the real-time speed of the aircraft and the nominal speed of the aircraft;
and the output module is used for generating a transverse rolling deceleration control command value based on the switched transverse maneuvering direction value and the speed control coefficient.
In a third aspect, an embodiment of the present application provides a seeking guidance segment rolling reduction device, including a processor, a memory, and a seeking guidance segment rolling reduction program stored on the memory and executable by the processor, where the seeking guidance segment rolling reduction program, when executed by the processor, implements the steps of the seeking guidance segment rolling reduction method as claimed in any one of claims 1 to 7.
In a fourth aspect, an embodiment of the present application provides a seeking guidance rolling reduction program, where the computer readable storage medium stores a seeking guidance rolling reduction program, where the seeking guidance rolling reduction program, when executed by a processor, implements the steps of the seeking guidance rolling reduction method according to any one of claims 1 to 7.
The beneficial effects that technical scheme that this application embodiment provided include:
the attitude compensation is carried out on the target sight height angle and the target sight azimuth angle under the projectile system, so that the target sight azimuth angle under the emission system is obtained; calculating the transverse comprehensive deviation according to the real-time trajectory deviation angle and the target line-of-sight azimuth under the emission system; the transverse maneuvering direction value is adjusted according to the transverse comprehensive deviation amount, the positive polarity and the negative polarity of the transverse maneuvering direction value are switched according to whether the transverse maneuvering direction value is in a switching range or not, namely the left direction and the right direction of transverse maneuvering are switched, and then a transverse rolling deceleration control command value is generated based on the switched transverse maneuvering direction value and a speed control coefficient, so that the aircraft can be controlled to decelerate in different directions according to the transverse rolling deceleration control command value, and further, the cross swinging maneuvering deceleration is realized by taking the real-time dynamic target line-of-sight azimuth angle as a base line, the requirement of a flight mission on the final speed is met, the problem that the traditional near-space aircraft deceleration method is not suitable for the deceleration of a flight section of the near-space aircraft is solved, and the deceleration capacity of the flight section of the near-space aircraft is improved.
Drawings
Fig. 1 is a schematic flow chart of a method for rolling and decelerating a guidance section for searching according to an embodiment of the present application.
Fig. 2 is a schematic diagram of a refinement flow of step S10 in fig. 1 in the present application.
Fig. 3 is a schematic diagram of a refinement flow of step S30 in fig. 1 in the present application.
Fig. 4 is a schematic structural diagram of a rolling deceleration system for a seeking guidance section according to an embodiment of the present application.
Fig. 5 is a schematic structural diagram of a rolling reduction device for a seeking guidance section according to an embodiment of the present application.
Detailed Description
In order to make the present application solution better understood by those skilled in the art, the following description will clearly and completely describe the technical solution in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, are intended to be within the scope of the present application.
For the purpose of making the objects, technical solutions and advantages of the present application more apparent, the embodiments of the present application will be described in further detail below with reference to the accompanying drawings.
In a first aspect, an embodiment of the present application provides a method for rolling and decelerating a guidance zone.
In an embodiment, referring to fig. 1, fig. 1 is a flow chart of a method for rolling and decelerating a guidance section according to an embodiment of the present application. As shown in fig. 1, a method for decelerating a seeking guidance section by rolling includes:
s10, performing attitude compensation on a target sight height angle and a target sight azimuth under an projectile system to obtain a target sight azimuth under a transmitting system;
illustratively, in this embodiment, the altitude of the line of sight of the target under the projectile system represents the pitch angle of the target relative to the aircraft, and the azimuth of the line of sight of the target under the projectile system represents the azimuth of the target under the projectile system relative to the aircraft. Attitude compensation is a process of adjusting the attitude or direction between coordinate systems to correct angular misalignment, in which case the attitude compensation is used to convert the attitude of the target from the missile system to the emission system. The target line of sight azimuth under the emission system represents the azimuth angle of the target under the emission system relative to the aircraft, is not conventionally calculated according to a pre-bound fixed target point, but is calculated according to a dynamic target measured by a detector on line in real time, namely, the target line of sight azimuth under the emission system is obtained by carrying out gesture compensation on the target line of sight height angle and the target line of sight azimuth under the emission system.
S20, calculating a transverse comprehensive deviation amount according to the real-time trajectory deviation angle and the target line-of-sight azimuth angle under the emission system;
for example, in the present embodiment, the real-time trajectory bias angle refers to a deviation angle of the aircraft relative to the target trajectory, which is calculated by measuring the pose and trajectory data in real time in actual flight, and is used to determine the lateral deviation of the flying object relative to the target trajectory, through which the flight stability and accuracy of the aircraft can be evaluated. The transverse comprehensive deviation amount refers to the difference between the current transverse deviation of the aircraft and the target transverse deviation, and when the difference is calculated, the real-time trajectory deviation angle is an important input parameter, and can be calculated specifically through the real-time trajectory deviation angle and the target line-of-sight azimuth angle under the emission system.
S30, adjusting a transverse maneuvering direction value according to the transverse comprehensive deviation amount, and switching the positive polarity and the negative polarity of the transverse maneuvering direction value according to the transverse maneuvering direction value and a preset switching range to obtain a switched transverse maneuvering direction value;
illustratively, in the present embodiment, the lateral maneuver direction value is determined by a lateral integrated deviation amount such that the aircraft is able to adjust the lateral maneuver direction based on the current lateral maneuver direction value such that the aircraft is able to remain flying on the predetermined target trajectory.
Specifically, when the lateral deviation of the aircraft exceeds the target lateral deviation, the lateral maneuver direction needs to be adjusted by the lateral maneuver direction value, so that the aircraft approaches the target lateral trajectory, and the lateral maneuver direction value can be determined according to the magnitude and sign of the lateral integrated deviation. The transverse maneuvering direction value of the aircraft is adjusted through the transverse comprehensive deviation amount, so that the aircraft can keep good transverse stability and track tracking performance in the flight process, and the flight safety and the flight quality are improved.
The preset switching range is determined according to actual requirements, and then whether the positive and negative polarities of the transverse maneuvering direction value are to be switched or not is judged according to whether the transverse maneuvering direction value is in the preset switching range or not, namely whether the left and right directions of the transverse maneuvering are to be switched or not is judged, so that the switched transverse maneuvering direction value is obtained.
S40, calculating a speed control coefficient according to the real-time speed of the aircraft and the nominal speed of the aircraft;
illustratively, in this embodiment, the real-time speed is the current speed of the aircraft and the nominal speed is the desired speed of the aircraft design. The speed control coefficient is a parameter calculated according to the relation between the real-time speed of the aircraft and the nominal speed of the aircraft, and can help the aircraft to realize stable speed control in the flight process, so that the aircraft can fly according to the preset speed to meet the requirements of flight tasks. When the real-time speed exceeds the nominal speed, the thrust is reduced or the gesture is adjusted by adjusting the speed control coefficient, so that the aircraft is decelerated, and the speed control coefficient is adjusted.
And S50, generating a transverse rolling deceleration control command value based on the transverse maneuvering direction value after switching and the speed control coefficient.
In this embodiment, the direction in which the aircraft needs to roll transversely may be determined according to the transverse maneuver direction value, the degree to which the aircraft needs to decelerate may be determined according to the speed control coefficient, and the transverse roll deceleration control command value may be generated in combination with the two parameters, so as to adjust the transverse roll attitude of the aircraft through the transverse roll deceleration control command value, that is, the aircraft is guided to perform corresponding actions through adjusting the direction and the speed of the aircraft, so that the aircraft is ensured to remain stable and safe in the transverse roll deceleration process, and the purpose of deceleration is achieved. For example, if the current lateral maneuver direction value characterizes the lateral maneuver direction as being to the left and the speed control coefficient is 0.8, then the lateral roll-deceleration control command value will affect a leftward deceleration by controlling the aircraft to tilt a certain angle to the left and reduce the thrust.
Specifically, the generation of the lateral roll reduction control command value may be implemented by a flight control system, such as corresponding algorithm and logic development according to a specific design and control strategy of the aircraft.
According to the embodiment of the application, the transverse maneuvering direction value is adjusted according to the transverse comprehensive deviation amount, the positive polarity and the negative polarity of the transverse maneuvering direction value are switched through whether the transverse maneuvering direction value is in a switching range or not, namely, the left direction and the right direction of transverse maneuvering are switched, the transverse rolling deceleration control command value is generated based on the switched transverse maneuvering direction value and the speed control coefficient, the aircraft can be controlled to decelerate in different directions according to the transverse rolling deceleration control command value, and then the real-time dynamic target line-of-sight azimuth angle is taken as a base line, so that the cross swing maneuvering deceleration is realized, the requirement of a flight mission on the final speed is met, the problem that a traditional method for decelerating the adjacent space aircraft is not suitable for decelerating a flight section sought by the adjacent space aircraft is solved, and the deceleration capacity of the flight section sought by the adjacent space aircraft is improved.
Further, in an embodiment, the performing attitude compensation on the target line-of-sight height angle and the target line-of-sight azimuth angle under the projectile system to obtain the target line-of-sight azimuth angle under the emission system includes:
s101, calculating a target sight direction vector under the bullet system based on a target sight height angle and a target sight azimuth angle under the bullet system;
S102, calculating a target sight direction vector under a launching system based on a target sight direction vector under the launching system and a posture conversion matrix from the launching system to the launching system;
and S103, calculating the target line-of-sight azimuth angle under the emission system based on the target line-of-sight direction vector under the emission system.
Exemplary, in the present embodiment, the target line-of-sight height angle and the target line-of-sight azimuth angle under the projectile system are substituted into the following calculation formulas to obtain the target line-of-sight direction vector under the projectile system:
in the formula [ e ] x1 ,e y1 ,e z1 ]A target line-of-sight direction vector under the projectile system; GD (graphics device) B A target sight line height angle (rad) under the projectile system measured by a detector of the aircraft; FW (FW) B The azimuth angle (rad) of the target line of sight under the ballistic train is measured by a detector of the aircraft.
The attitude conversion matrix from the projectile system to the launching system is calculated in real time by an aircraft navigation system, and the target sight direction vector under the projectile system is subjected to attitude compensation by the following formula to obtain the target sight direction vector under the launching system:
in the method, in the process of the invention,the attitude conversion matrix from the projectile system to the launching system is calculated in real time through an aircraft navigation system; [ e ] xg ,e yg ,e zg ]Is the target line-of-sight direction vector under the emission system.
Substituting the target line-of-sight direction vector under the emission system into the following formula to obtain the target line-of-sight azimuth under the emission system:
FW g ＝arcsin(-e zg )
wherein FW g Is the azimuth angle (rad) of the target line of sight under the emission system after attitude compensation.
Further, in an embodiment, the calculating the lateral integrated deviation according to the real-time ballistic deviation angle and the target line-of-sight azimuth under the launching system includes:
substituting the real-time trajectory deflection angle and the target line-of-sight azimuth under the emission system into a first calculation formula to obtain a transverse comprehensive deflection amount, wherein the first calculation formula is as follows:
DltAgl＝K 1 *(SgmNav-FWg)
wherein Dltagl is the horizontal comprehensive deviation; k (K) 1 Is a first control coefficient; sgmNav is the real-time ballistic deflection; FWg is the target azimuth of view under the transmit train.
Exemplary, in the present embodiment, K 1 Is a control coefficient which controls the weight of the real-time ballistic deflection angle and the target line-of-sight azimuth to the lateral integrated deviation for adjusting the influence of the real-time ballistic deflection angle SgmNav and the target line-of-sight azimuth FWg under the emission system to the lateral integrated deviation Dltagl, and in particular, the control coefficient K is preferably selected 1 =0.01, the lateral integrated offset is:
DltAgl＝K 1 *(SgmNav-FWg)＝0.01*(SgmNav-FWg)。
further, in an embodiment, the adjusting the transverse maneuvering direction value according to the transverse comprehensive deviation amount, and switching the positive and negative polarities of the transverse maneuvering direction value according to the transverse maneuvering direction value and a preset switching range to obtain a switched transverse maneuvering direction value, includes:
S301, determining a direction switching control amount of a current period based on a transverse comprehensive deviation amount and a preset deviation amount range;
s302, obtaining a transverse maneuvering direction value of the current period based on the direction switching control quantity of the current period, the direction switching control quantity of the previous period, the transverse maneuvering direction value of the previous period and a preset second control coefficient;
and S303, when the transverse maneuvering direction value of the current period is detected not to be in the switching range, switching the positive polarity and the negative polarity of the transverse maneuvering direction value of the current period to obtain the switched transverse maneuvering direction value.
For example, in the present embodiment, the direction switching control amount Tmpi refers to a control amount calculated by the control system for adjusting the lateral maneuver direction according to the state of the current cycle and the target. The steering angle or steering speed of the aircraft is changed through the direction switching control quantity, so that the transverse maneuvering control of the aircraft is realized, and the aircraft can run according to a preset target. The preset deviation range is determined according to factors such as performance and environment of the aircraft, and the preset deviation range is not limited herein.
Specifically, the direction switching control amount of the current period is determined according to whether the transverse comprehensive deviation amount is within a preset deviation range, and then the transverse maneuvering direction value of the current period is calculated through the direction switching control amount of the current period. The calculation method of the transverse maneuvering direction value comprises the following steps:
MovAgl i ＝MovAgl i-1 -K 2 (Tmp i +Tmp i-1 )
Wherein Dltagl is the horizontal comprehensive deviation; tmp i Tmp is the directional switching control amount i-1 For Tmp i The initial value of the previous point value of (a) which is the direction switching control quantity of the previous period can be 1; k (K) 2 Is a second control coefficient; movAgl i For transverse maneuver direction values, movAgl i-1 Is MovAgl i The initial value may be 0, i.e. the transverse maneuver direction value of the previous cycle. Wherein the second control coefficient K 2 Is a preset parameter for adjusting the transverse maneuver direction value of the current period, and then adjusts the amplitude of the transverse maneuver through the transverse maneuver direction value so as to enable the aircraft to track a preset path better, thereby achieving better transverse maneuver control effect.
After the transverse maneuver direction value is determined, it is further determined whether the transverse maneuver direction value is within a preset switching range, so as to determine whether the positive and negative polarities of the transverse maneuver direction value need to be adjusted. Specifically, if the transverse maneuver direction value is within the preset switching range, the positive and negative polarities of the transverse maneuver direction are not required to be switched, that is, the transverse maneuver direction value keeps the original value, for example, the transverse maneuver direction value is x and x is a positive number, and the switched transverse maneuver direction value is still x; if the transverse maneuver direction value is not within the preset switching range, the positive and negative polarities of the transverse maneuver direction need to be switched, for example, the transverse maneuver direction value is x, and the switched transverse maneuver direction value is-x.
For example, the preset deviation range is [ x, y ], the lateral maneuver deviation amount is z, and z is a positive number to indicate maneuver to the left, and if z is larger than y, that is, the lateral maneuver deviation amount is not within the preset deviation range, the positive polarity and the negative polarity of the lateral maneuver direction value need to be switched, the original z is changed to-z, and the lateral maneuver direction is adjusted to maneuver to the right.
Further, in an embodiment, the determining the direction switching control amount of the current period based on the lateral integrated deviation amount and the preset deviation amount range includes:
when the transverse comprehensive deviation amount is smaller than the lower limit value of the deviation amount range, the direction switching control amount of the current period is a first preset value;
when the transverse comprehensive deviation is larger than the upper limit value of the deviation range, the direction switching control quantity of the current period is a second preset value side;
when the lateral integrated deviation amount is within the deviation amount range, the direction switching control amount of the previous cycle is taken as the direction switching control amount of the current cycle.
In this embodiment, the first preset value and the second preset value are a pair of opposite numbers, for example, the first preset value is 1, and the second preset value is-1. The direction switching control amount of the current period can be determined according to the data of the transverse comprehensive deviation amount and the preset deviation amount range, so that accurate transverse maneuvering can be realized in the vehicle movement process. The calculation formula of the direction switching control quantity of the current period is as follows:
In the formula, -Lmt 1 Is the lower limit value of the deviation amount range; lmt 1 The upper limit value of the deviation amount range is specifically, when the lateral comprehensive deviation amount is smaller than the lower limit value of the deviation amount range, the direction switching control amount of the current period is 1; when the transverse comprehensive deviation is larger than the upper limit value of the deviation range, the direction switching control quantity of the current period is-1; when the lateral integrated deviation amount is within the deviation amount range, the direction switching control amount of the current cycle and the direction switching control amount of the previous cycle are kept identical. For example, assuming that the direction switching control amount of the previous cycle is 1, if the lateral integrated deviation amount is within the deviation amount range, the direction switching control amount of the current cycle is 1; and if the lateral integrated deviation amount is larger than the upper limit value of the deviation amount range, the direction switching control amount of the current period is controlled to become-1.
Further, in an embodiment, the calculating the speed control coefficient according to the real-time speed of the aircraft and the nominal speed of the aircraft includes:
obtaining a speed deviation by making a difference between the real-time speed of the aircraft and the nominal speed of the aircraft;
obtaining a speed deviation direction identification value of the current period based on a preset speed deviation switching threshold and a speed deviation;
Obtaining the speed deviation direction accumulation amount of the current period based on a preset control period, the speed deviation direction accumulation amount of the previous period, the speed deviation direction identification value of the current period and the speed deviation direction identification of the previous period;
and calculating a speed control coefficient based on the speed deviation direction accumulation amount of the current period.
In this embodiment, the speed deviation refers to a difference between the nominal speed and the real-time speed of the aircraft, and the calculation formula is as follows:
ΔV＝V Nav -V Std
wherein DeltaV is the speed deviation (m/s), V Nav Real-time speed magnitude (m/s) calculated for navigation; v (V) Std For nominal speed of aircraft(m/s)。
The speed deviation direction identification value refers to the direction of the speed deviation in the control system, and the calculation formula is as follows:
in the formula Lmt 2 Switching threshold (m/s) for speed deviation; switch i For speed deviation direction identification value, switch i-1 For Switch i The initial value of the previous point value of (a) i.e. the speed deviation direction identification value of the previous period may be-1.
Wherein, 1 is used for representing that the speed deviation is larger than or equal to the speed deviation switching threshold, namely when the speed deviation is larger than the speed deviation switching threshold, the speed deviation direction identification value is 1; using-1 to represent that the speed deviation is smaller than the speed deviation switching threshold, namely when the speed deviation is smaller than the speed deviation switching threshold, the speed deviation direction identification value is-1;
It will be appreciated that the speed deviation switch threshold is a predetermined threshold. When the speed deviation between the real-time speed and the nominal speed exceeds the speed switching threshold, the flight control system may consider the speed to have deviated from an acceptable range, and control measures need to be taken to adjust the speed to restore it to the nominal speed. It will be appreciated that the choice of threshold value will affect the sensitivity of the speed control system, and if the threshold value is smaller, the system will more easily trigger speed control to maintain accurate control of speed; if the threshold value is greater, the system may be more tolerant of speed deviations, and only take control action if the speed deviation is significant. Therefore, it should be noted that the specific value setting of the speed deviation switch threshold may be determined according to the actual requirement, for example, preferably 5m/s.
The accumulated speed deviation direction of the current period refers to the accumulated speed deviation in the current period, and the calculation formula is as follows:
Ssh i ＝Ssh i-1 +T 0 ·(Switch i +Switch i-1 )/2
in the formula, ssh i Ssh is the speed deviation direction cumulative amount i-1 For Ssh i The initial value of the previous point value of (a) which is the accumulated quantity of the speed deviation direction of the previous period can be 0; t (T) 0 Is the control period(s).
The speed control coefficient refers to a coefficient that controls the degree of acceleration or deceleration of the aircraft, and its calculation formula is as follows:
K V ＝(1-cos(π·Ssh i ))/2
Wherein K is V Is a speed control coefficient.
Further, in an embodiment, the generating a lateral rolling deceleration control command value based on the switched lateral maneuver direction value and the speed control coefficient includes:
substituting the transverse maneuvering direction value and the speed control coefficient into a second calculation formula to obtain a transverse rolling deceleration control instruction value, wherein the second calculation formula is as follows:
SgmDotV＝Kg*U*cos(π*MovAgl)/V Nav
wherein SgmDotV is a transverse rolling deceleration control instruction value; kg is the control overload factor; u is an energy consumption coefficient; movAgl is a transverse maneuver direction value; v (V) Nav Is a real-time speed.
In this embodiment, the transverse maneuvering direction value may be further adjusted by adjusting the control overload factor Kg and the energy consumption factor U to obtain a more accurate transverse rolling deceleration control command value, and then the speed and direction of the aircraft are accurately controlled by the transverse rolling deceleration control command value, so that the aircraft may be decelerated to a suitable speed during transverse maneuvering, and the safety and stability of transverse maneuvering are ensured.
Specifically, it is preferable to take the overload control coefficient=10, and the energy consumption coefficient is obtained from table 1 by linear interpolation of the end point clipping by Δv:
TABLE 1 energy consumption coefficient U
| ΔV | 5 | 10 | ... |
| U | 0 | 1 | ... |
For example, if Δv is 10 and U is 1, the lateral rolling reduction control command value is:
SgmDotV＝10*1*cos(π*MovAgl)/V Nav 。
in a second aspect, embodiments of the present application further provide a system for rolling reduction of a guided segment.
In an embodiment, referring to fig. 4, fig. 4 is a schematic structural diagram of a rolling deceleration system for a seeking guidance section according to an embodiment of the present application. As shown in fig. 4, the seek guidance zone rolling reduction system includes:
the first acquisition module is used for performing attitude compensation on the target sight height angle and the target sight azimuth angle under the projectile system to obtain the target sight azimuth angle under the emission system;
the second acquisition module is used for calculating a transverse comprehensive deviation according to the trajectory deviation angle calculated by the aircraft navigation system and the target line-of-sight azimuth angle relative to the emission system;
the third acquisition module is used for adjusting a transverse maneuvering direction value according to the transverse comprehensive deviation amount, and switching the positive polarity and the negative polarity of the transverse maneuvering direction value according to the transverse maneuvering direction value and a preset switching range to obtain a switched transverse maneuvering direction value;
the fourth acquisition module is used for calculating a speed control coefficient according to the real-time speed of the aircraft and the nominal speed of the aircraft;
And the output module is used for generating a transverse rolling deceleration control command value based on the switched transverse maneuvering direction value and the speed control coefficient.
Further, in some embodiments, the first obtaining module is specifically configured to:
calculating a target sight direction vector under the bullet system based on the target sight height angle and the target sight azimuth angle under the bullet system;
calculating a target line-of-sight direction vector under the launching system based on the target line-of-sight direction vector under the launching system and a posture conversion matrix from the launching system to the launching system;
and calculating the target line-of-sight azimuth under the emission system based on the target line-of-sight direction vector under the emission system.
Further, in some embodiments, the second obtaining module is specifically configured to:
substituting the real-time trajectory deflection angle and the target line-of-sight azimuth under the emission system into a first calculation formula to obtain a transverse comprehensive deflection amount, wherein the first calculation formula is as follows:
DltAgl＝K 1 *(SgmNav-FWg)
wherein Dltagl is the horizontal comprehensive deviation; k (K) 1 Is a first control coefficient; sgmNav is the real-time ballistic deflection; FWg is the target azimuth of view under the transmit train.
Further, in some embodiments, the third obtaining module is specifically configured to:
Determining a direction switching control amount of the current period based on a magnitude relation between the transverse comprehensive deviation amount and a preset deviation amount range;
obtaining a transverse maneuvering direction value of the current period based on the direction switching control quantity of the current period, the direction switching control quantity of the previous period, the transverse maneuvering direction value of the previous period and a second control coefficient;
and when the transverse maneuvering direction value of the current period is detected not to be in the switching range, switching the positive polarity and the negative polarity of the transverse maneuvering direction value of the current period to obtain the switched transverse maneuvering direction value.
Further, in some embodiments, the fourth obtaining module is specifically configured to:
when the transverse comprehensive deviation amount is smaller than the lower limit value of the deviation amount range, the direction switching control amount of the current period is a first preset value;
when the transverse comprehensive deviation is larger than the upper limit value of the deviation range, the direction switching control quantity of the current period is a second preset value side;
when the lateral integrated deviation amount is between the deviation amount ranges, the direction switching control amount of the previous cycle is taken as the direction switching control amount of the current cycle.
Further, in some embodiments, the output module is specifically configured to:
Substituting the transverse maneuvering direction value and the speed control coefficient into a second calculation formula to obtain a transverse rolling deceleration control instruction value, wherein the second calculation formula is as follows:
SgmDotV＝Kg*U*cos(π*MovAgl)/V Nav
wherein SgmDotV is a transverse rolling deceleration control instruction value; kg is the control overload factor; u is an energy consumption coefficient; movAgl is a transverse maneuver direction value; v (V) Nav Is a real-time speed.
The attitude compensation is carried out on the target sight height angle and the target sight azimuth angle under the projectile system, so that the target sight azimuth angle under the emission system is obtained; calculating the transverse comprehensive deviation according to the real-time trajectory deviation angle and the target line-of-sight azimuth under the emission system; the transverse maneuvering direction value is adjusted according to the transverse comprehensive deviation amount, the positive polarity and the negative polarity of the transverse maneuvering direction value are switched according to whether the transverse maneuvering direction value is in a switching range or not, namely the left direction and the right direction of transverse maneuvering are switched, and then a transverse rolling deceleration control command value is generated based on the switched transverse maneuvering direction value and a speed control coefficient, so that the aircraft can be controlled to decelerate in different directions according to the transverse rolling deceleration control command value, and further, the cross swinging maneuvering deceleration is realized by taking the real-time dynamic target line-of-sight azimuth angle as a base line, the requirement of a flight mission on the final speed is met, the problem that the traditional near-space aircraft deceleration method is not suitable for the deceleration of a flight section of the near-space aircraft is solved, and the deceleration capacity of the flight section of the near-space aircraft is improved.
It should be noted that the function implementation of each module in the above-mentioned guidance section rolling speed reduction system corresponds to each step in the above-mentioned guidance section rolling speed reduction method embodiment, and the function and implementation process thereof are not described in detail herein.
In a third aspect, embodiments of the present application provide a guidance-section rolling reduction device that may be a device with a data processing function, such as a personal computer (personal computer, PC), a notebook computer, a server, or the like.
Referring to fig. 5, fig. 5 is a schematic hardware structure of a seek guidance segment rolling reduction device according to an embodiment of the present application. In an embodiment of the present application, a seeking guidance segment rolling reduction device may include a processor, a memory, a communication interface, and a communication bus.
The communication bus may be of any type for implementing the processor, memory, and communication interface interconnections.
The communication interfaces include input/output (I/O) interfaces, physical interfaces, logical interfaces, and the like for implementing device interconnections within the guided segment roll-reduction apparatus for seeking, and interfaces for implementing interconnection of the guided segment roll-reduction apparatus for seeking with other devices (e.g., other computing devices or user devices). The physical interface may be an ethernet interface, a fiber optic interface, an ATM interface, etc.; the user device may be a Display, a Keyboard (Keyboard), or the like.
The memory may be various types of storage media such as random access memory (randomaccess memory, RAM), read-only memory (ROM), nonvolatile RAM (non-volatileRAM, NVRAM), flash memory, optical memory, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (electrically erasable PROM, EEPROM), and the like.
The processor may be a general-purpose processor, and the general-purpose processor may call the seek guidance section rolling reduction program stored in the memory, and execute the seek guidance section rolling reduction method provided in the embodiment of the present application. For example, the general purpose processor may be a central processing unit (central processing unit, CPU). The method executed when the seeking guidance section rolling reduction program is called may refer to various embodiments of the seeking guidance section rolling reduction method of the present application, which are not described herein.
Those skilled in the art will appreciate that the hardware configuration shown in fig. 5 is not limiting of the application and may include more or fewer components than shown, or may combine certain components, or a different arrangement of components.
In a fourth aspect, embodiments of the present application also provide a computer-readable storage medium.
The computer readable storage medium stores a seeking guidance section rolling speed reduction program, wherein when the seeking guidance section rolling speed reduction program is executed by a processor, the steps of the seeking guidance section rolling speed reduction method are realized.
The method implemented when the seeking guidance section rolling reduction program is executed may refer to various embodiments of the seeking guidance section rolling reduction method of the present application, which are not described herein.
It should be noted that, the foregoing embodiment numbers are merely for describing the embodiments, and do not represent the advantages and disadvantages of the embodiments.
The terms "comprising" and "having" and any variations thereof in the description and claims of the present application and in the foregoing drawings 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 listed steps or elements but may include other steps or elements not listed or inherent to such process, method, article, or apparatus. The terms "first," "second," and "third," etc. are used for distinguishing between different objects and not necessarily for describing a sequential or chronological order, and are not limited to the fact that "first," "second," and "third" are not identical.
In the description of embodiments of the present application, "exemplary," "such as," or "for example," etc., are used to indicate an example, instance, or illustration. Any embodiment or design described herein as "exemplary," "such as" or "for example" is not necessarily to be construed as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "such as" or "for example," etc., is intended to present related concepts in a concrete fashion.
In the description of the embodiments of the present application, unless otherwise indicated, "/" means or, for example, a/B may represent a or B; the text "and/or" is merely an association relation describing the associated object, and indicates that three relations may exist, for example, a and/or B may indicate: the three cases where a exists alone, a and B exist together, and B exists alone, and in addition, in the description of the embodiments of the present application, "plural" means two or more than two.
In some of the processes described in the embodiments of the present application, a plurality of operations or steps occurring in a particular order are included, but it should be understood that these operations or steps may be performed out of the order in which they occur in the embodiments of the present application or in parallel, the sequence numbers of the operations merely serve to distinguish between the various operations, and the sequence numbers themselves do not represent any order of execution. In addition, the processes may include more or fewer operations, and the operations or steps may be performed in sequence or in parallel, and the operations or steps may be combined.
From the above description of the embodiments, it will be clear to those skilled in the art that the above-described embodiment method may be implemented by means of software plus a necessary general hardware platform, but of course may also be implemented by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. ROM/RAM, magnetic disk, optical disk) as described above, comprising several instructions for causing a terminal device to perform the method described in the various embodiments of the present application.
The foregoing description is only of the preferred embodiments of the present application, and is not intended to limit the scope of the claims, and all equivalent structures or equivalent processes using the descriptions and drawings of the present application, or direct or indirect application in other related technical fields are included in the scope of the claims of the present application.
Claims (10)
1. A method of rolling deceleration of a guided segment, said method comprising the steps of:
performing attitude compensation on the target line-of-sight height angle and the target line-of-sight azimuth angle under the projectile system to obtain the target line-of-sight azimuth angle under the emission system;
Calculating a transverse comprehensive deviation amount according to the real-time trajectory deviation angle and the target line-of-sight azimuth angle under the emission system;
adjusting a transverse maneuvering direction value according to the transverse comprehensive deviation amount, and switching the positive polarity and the negative polarity of the transverse maneuvering direction value according to the transverse maneuvering direction value and a preset switching range to obtain a switched transverse maneuvering direction value;
calculating a speed control coefficient according to the real-time speed of the aircraft and the nominal speed of the aircraft;
and generating a transverse rolling deceleration control command value based on the switched transverse maneuvering direction value and the speed control coefficient.
2. The guided segment roll reduction method of claim 1, wherein said performing attitude compensation on the target line-of-sight elevation angle and the target line-of-sight azimuth angle under the projectile system to obtain the target line-of-sight azimuth angle under the launching system comprises:
calculating a target sight direction vector under the bullet system based on the target sight height angle and the target sight azimuth angle under the bullet system;
calculating a target line-of-sight direction vector under the launching system based on the target line-of-sight direction vector under the launching system and a posture conversion matrix from the launching system to the launching system;
and calculating the target line-of-sight azimuth under the emission system based on the target line-of-sight direction vector under the emission system.
3. The guided roll deceleration method of claim 1, wherein said calculating a lateral integrated deviation amount from a real-time ballistic deviation angle and a target azimuth angle of view under said launching train comprises:
substituting the real-time trajectory deflection angle and the target line-of-sight azimuth under the emission system into a first calculation formula to obtain a transverse comprehensive deflection amount, wherein the first calculation formula is as follows:
DltAgl＝K 1 *(SgmNav-FWg)
wherein Dltagl is the horizontal comprehensive deviation; k (K) 1 Is a first control coefficient; sgmNav is the real-time ballistic deflection; FWg is the target azimuth of view under the transmit train.
4. The guided section roll reduction method of claim 1, wherein the adjusting the lateral maneuver direction value according to the lateral integrated deviation amount, and switching the positive and negative polarities of the lateral maneuver direction value according to the lateral maneuver direction value and a preset switching range, to obtain a switched lateral maneuver direction value, comprises:
determining a direction switching control amount of the current period based on the lateral comprehensive deviation amount and a preset deviation amount range;
obtaining a transverse maneuvering direction value of the current period based on the direction switching control quantity of the current period, the direction switching control quantity of the previous period, the transverse maneuvering direction value of the previous period and a preset second control coefficient;
And when the transverse maneuvering direction value of the current period is detected not to be in the switching range, switching the positive polarity and the negative polarity of the transverse maneuvering direction value of the current period to obtain the switched transverse maneuvering direction value.
5. The guided segment roll reduction method of claim 4, wherein the determining the directional switching control amount of the current period based on the lateral integrated deviation amount and the preset deviation amount range comprises:
when the transverse comprehensive deviation amount is smaller than the lower limit value of the deviation amount range, the direction switching control amount of the current period is a first preset value;
when the transverse comprehensive deviation is larger than the upper limit value of the deviation range, the direction switching control quantity of the current period is a second preset value side;
when the lateral integrated deviation amount is within the deviation amount range, the direction switching control amount of the previous cycle is taken as the direction switching control amount of the current cycle.
6. The method of claim 1, wherein calculating the speed control factor based on the real-time speed of the aircraft and the nominal speed of the aircraft comprises:
obtaining a speed deviation by making a difference between the real-time speed of the aircraft and the nominal speed of the aircraft;
Obtaining a speed deviation direction identification value of the current period based on a preset speed deviation switching threshold and a speed deviation;
obtaining the speed deviation direction accumulation amount of the current period based on a preset control period, the speed deviation direction accumulation amount of the previous period, the speed deviation direction identification value of the current period and the speed deviation direction identification of the previous period;
and calculating a speed control coefficient based on the speed deviation direction accumulation amount of the current period.
7. The guided segment roll reduction method of claim 1, wherein generating a lateral roll reduction control command value based on the switched lateral maneuver direction value and the speed control coefficient comprises:
substituting the transverse maneuvering direction value and the speed control coefficient into a second calculation formula to obtain a transverse rolling deceleration control instruction value, wherein the second calculation formula is as follows:
SgmDotV＝Kg*U*cos(π*MovAgl)/V Nav
wherein SgmDotV is a transverse rolling deceleration control instruction value; kg is the control overload factor; u is an energy consumption coefficient; movAgl is a transverse maneuver direction value; v (V) Nav Is a real-time speed.
8. A guided segment roll reduction system, the system comprising:
the first acquisition module is used for performing attitude compensation on the target sight height angle and the target sight azimuth angle under the projectile system to obtain the target sight azimuth angle under the emission system;
The second acquisition module is used for calculating a transverse comprehensive deviation according to the real-time trajectory deviation angle and the target line-of-sight azimuth angle under the emission system;
the third acquisition module is used for adjusting a transverse maneuvering direction value according to the transverse comprehensive deviation amount, and switching the positive polarity and the negative polarity of the transverse maneuvering direction value according to the transverse maneuvering direction value and a preset switching range to obtain a switched transverse maneuvering direction value;
the fourth acquisition module is used for calculating a speed control coefficient according to the real-time speed of the aircraft and the nominal speed of the aircraft;
and the output module is used for generating a transverse rolling deceleration control command value based on the switched transverse maneuvering direction value and the speed control coefficient.
9. A sought guidance roll reduction apparatus, comprising a processor, a memory, and a sought guidance roll reduction program stored on the memory and executable by the processor, wherein the sought guidance roll reduction program, when executed by the processor, implements the steps of the sought guidance roll reduction method of any one of claims 1 to 7.
10. A computer readable storage medium, wherein a sought guidance roll reduction program is stored on the computer readable storage medium, wherein the sought guidance roll reduction program, when executed by a processor, implements the steps of the sought guidance roll reduction method of any one of claims 1 to 7.
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| CN117742136A (en) * | 2024-02-20 | 2024-03-22 | 成都航空职业技术学院 | PID-based automatic control method for aircraft |
| CN117742136B (en) * | 2024-02-20 | 2024-04-26 | 成都航空职业技术学院 | PID-based automatic control method for aircraft |
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