RU2586399C2 - Method for combination of guiding aircraft - Google Patents

Abstract

FIELD: aviation; guidance systems.

SUBSTANCE: invention is intended for interception of aerial object at large distances, including intensive maneuvering one. For this purpose, combined guidance of AC is implemented at operation of information-computer system (ICS) in three modes: target designation, radio command guidance (RCG) and homing. At that, all-sector intercept of aerial object is ensured irrespective of operating mode, and ICS operation algorithms are robust to change of modes. For this used optimal algorithms for AC control in modes of remote guidance and homing, synthesised based on use of system analysis and methods of automatic control theory, AC guidance systems theory, evaluation theory, optimum control stochastic theory, mathematical apparatus for solving differential equations, vector analysis and matrix algebra principles.

EFFECT: broader functional capabilities.

1 cl, 6 dwg

Description

The invention relates to guidance systems of aircraft on an air object and is intended to intercept an air object at long ranges, including intensively maneuvering.

Consider the option of pointing the aircraft (LA) to an air object using a combined guidance system. It should be noted that one of the known methods of combined guidance operating in four modes: target designation (CC), autonomous guidance, radio command guidance and homing [2]. Consider the operation of this method of combined guidance in these modes.

In the autonomous mode of operation, the radio-electronic control system (RES), which occurs in situations when the launch range (D _p ) slightly exceeds the capture range (D _h ) of the target by the radar homing head (RGS), usually uses the proportional guidance method. Moreover, the estimates necessary for its implementation are formed in the calculator by solving certain kinematic equations that determine the relative position of the air object and the aircraft as material points. These equations are solved on the basis of processing the results of measurements of the aircraft’s acceleration in the longitudinal direction and in the transverse control planes, provided that a well-defined hypothesis of the movement of air objects (for example, at a constant speed) at the time of launch is observed. As a result of such guidance, the aircraft should be brought into the zone of confident capture of an air object.

To reduce guidance errors during maneuvers of an air object in autonomous sections of long length, the command guidance mode is used. In this mode, radio correction signals (RC) are received from the on-board equipment in the CWG. The encoded value of the position guidance errors and time derivatives of these errors are periodically transmitted as a radio correction signal. Based on the RK decoded signals, the aircraft trajectory is adjusted so that the airborne object does not go beyond the boundaries of the CWG capture zone. After the aircraft approached the airborne object at a distance D≤D _s , the CWG is turned on, the airborne vehicle is taken for automatic tracking and the homing stage begins. In this mode, the method of proportional guidance with bias is usually used, and the main supplier of information for it is the CWG [1, p. 23-29].

TsU mode in the combined RESU aircraft has the same purpose as in homing systems (HF). The difference is only in the presence of additional commands used as initial conditions for solving the kinematic equations, which are used to extrapolate the spatial position and speed of an air object in autonomous and radio command modes.

However, this method has a drawback: if D _p >> D _s , then during a long autonomous guidance the air object can begin to maneuver, thereby changing the law of its original movement. Since these changes were not taken into account in the information computer systems (IVS) of the autonomous system, this can lead to guidance errors in which an air object may not fall into the zone of its capture by the CSG. The use of the RK regime does not fully provide for the reduction of guidance errors during maneuvering of an air object, especially when it maneuvers with high overload indicators (more than 3 units), while the effective guidance range is significantly reduced.

There is also a known method of controlling an aircraft with homing heads, the flight paths of which suggest three sections: a ballistic section, a flight section with a constant angle of inclination of the longitudinal axis to the horizon (planning section) and a homing section [3]. The result of this method is the reduction in the planning section of the technical dispersion of the aircraft that occurs at the end of the ballistic section of the flight, due to the reduction of the planning path to the kinematic until the start of homing. The essence of the invention is to limit the angles of deviation of the control elements of the aircraft (for example, aerodynamic rudders), which, in turn, is achieved by limiting the input signal to the steering gear in the planning area. In this case, the signal level to the steering gear is determined by the value of the control signal required for the aircraft to move along the reference path lying below the real paths.

The method has the disadvantage that when the aircraft moves in the ballistic section and the planning section, the object’s maneuver is not considered. Accordingly, changes in the trajectory of the object’s movement are not taken into account in the ITT, which leads to pointing errors in the first two sections of the flight path.

The method of combined guidance (SKN) is intended for the implementation of guidance methods that ensure the interception of airborne objects in a wide range of ranges and significantly exceeding the range of aircraft with television guidance (TN) and homing. At the same time, SKN allows to achieve high accuracy indicators of interception of maneuvering air objects, noise immunity of the aircraft’s IVS, and also practically to implement the principle of “start-interception”. The invention allows to implement a method of combining a radio command in the initial portion of an aircraft flight (in the near field) and radar or optical homing in the final section (in the far zone).

The proposed technical solution is illustrated by drawings, which show the relative position and relationship of the elements of the proposed combined guidance system of the aircraft and the following notation (Fig. 1):

1 - land board,

2 - shaper initial conditions,

3 - shaper lead,

4 - multiplier,

5 - command radio control line (KRLU),

6 - block development flight mission,

7 - rating filter,

8 is a slip control diagram,

9 is a flowchart for controlling a slip change rate,

10 - switch

11 - "Autopilot - aircraft" (AP-LA),

12 - device pairing

13 - channel damping of the aircraft,

14 - on-board coordinator of an air object (BKVO),

15 - key "telecast / homing" (TN / CH),

16 is the optimal filter

17 is the optimal regulator,

18 - selector false thermal air objects (LTVO),

19 - linear acceleration sensor (DLU),

20 - tracking filter,

21 - adder

22 - kinematic link

23 - converter.

The main objective of the invention is to increase the efficiency of the combined guidance system. Technical implementation will increase the accuracy of guidance of the aircraft for interception at long ranges, including intensively maneuvering airborne objects.

Combined guidance is implemented during the operation of the IVS in three modes: target designation, radio command guidance (ILV) and homing. At the same time, the applied guidance methods and control algorithms provide an all-round interception of an air object regardless of the operating mode, and the algorithms of the functioning of the IVS are robust to changing modes.

In the radio command mode of the IVS functioning in situations when the relative range of autonomous guidance significantly exceeds the capture range of an air object by the homing head (GOS), it is advisable to use the optimal guidance method. In this case, the kinematic trajectories of the radio command and homing sections are mated. Using the optimal (quasi-optimal) trajectory control method, it is possible to achieve a guidance mode close to the parallel approach mode, and thereby provide the best conditions for angular aiming of the GOS, i.e. aiming practically over a “motionless” air object in relative motion. This can significantly reduce the errors of capture of an air object by the tracking goniometric coordinator, ensure the transition from radio command guidance to autonomous tracking of the air object in homing mode without significant transient processes and prevent the occurrence of large tracking errors during intensive maneuvering of an air object, especially at short ranges, in the aircraft meeting area with an aerial object.

In the radio command guidance mode, the necessary information parameters for the trajectory control are formed at the ground control point by implementing optimal algorithms for the trajectory control [5, 138-162].

When the aircraft reaches the distance to the airborne object, at which the airborne object is resolved by the angles, range and speed of its change, the airborne missile system is captured and then transferred to its auto-tracking along all phase coordinates available for the radios.

From this moment begins the homing phase. As a result of informational contact with an airborne object, a signal from it is present at the IVS input, carrying all available information about its phase coordinates. The channels for estimating the coordinates and motion parameters of an airborne object based on the information extracted from the signal from the airborne object (in the radio or optical bands) continuously generate estimates of the required information parameters for the trajectory control necessary to implement the selected guidance method [4, p. 186-196].

The main task of the control center mode is to provide the necessary information on the IVS of a ground control point (NPU) for the formation of a flight mission (PZ). The composition of the PP includes the parameters of the initial conditions for solving the kinematic equations that are used in the on-board IVS to extrapolate the parameters of the trajectory control, as well as the service commands of the control center, necessary to ensure preparation for the launch and launch of the aircraft. TsU mode takes place in the process of joint functioning of the systems and equipment of the anti-aircraft missile system in the time interval from receiving, processing information about the selected air target for launching and before launching the aircraft. The command of the control center begins to arrive at the IVS of the aircraft only after taking the airborne object for automatic escort by means of escort (radar stations and optical-electronic stations (OES)) and after the formation of the air defense. According to the PZ information, the antenna of the radar seeker (the sensing element of the optical seeker) is guided by the angular coordinates in the desired direction, the “loading” of the tracking filters and extrapolators by the “initial conditions”, as well as the implementation of the necessary service commands that ensure the functioning of the ALS of the aircraft during autonomous guidance.

The list of figures drawings.

FIG. 1 - The structure of the guidance loop that implements the optimal parallel combined guidance "TH + CH".

FIG. 2 - Generalized block diagram of the complex coordinator of the airborne radar tracking facility.

FIG. 3 - Generalized block diagram of the calculator of kinematic parameters of relative motion.

FIG. 4 - Generalized block diagram of the flight task former.

FIG. 5 - Block diagram of the optimal controller with compensation for dynamic errors.

FIG. 6 - Block diagram of the optimal homing circuit.

Consider the algorithms of the combined guidance method in various modes:

1. The algorithms of the method of combined guidance in targeting mode

In SKN, the tasks to be solved in the control center mode are implemented by the information management system (IMS) of the ground control point as a part of radio engineering measuring instruments or in combination with optoelectronic, computing and control means.

As the measuring radio equipment, the most widely used are pulse-Doppler radars with a quasicontinuous signal of illumination of an air object (ID radar KNPS), allowing:

, $${\widehat{\beta }}_{ц}$$

, $${\widehat{\dot{\epsilon }}}_{ц}$$

, $${\widehat{\dot{\beta }}}_{ц}$$

, $${\widehat{W}}_{цy}$$

, $${\widehat{W}}_{цz}$$

;in the goniometer channel with a monopulse (mono-conic) direction finder, measure the angular coordinates ε _c , β _c with the simultaneous formation in the multidimensional filter (MMF) of tracking (a filter in the tracking circuit) of optimal estimates of phase coordinates $${\widehat{\epsilon }}_c$$

, $${\widehat{\beta }}_c$$

, $${\widehat{\dot{\epsilon }}}_c$$

, $${\widehat{\dot{\beta }}}_c$$

, $${\widehat{W}}_{cy}$$

, $${\widehat{W}}_{cz}$$

;

и $${\widehat{V}}_{ц}$$

.measure in a rangefinder channel with simultaneous coordinate estimation $$\widehat{r}{}_c$$

and $${\widehat{V}}_c$$

.

, $$u_V{}_{{}_{ц}}$$

- напряжения на выходах временного и частотного различителей; Z_д - вектор наблюдений, формируемый многомерным дискриминатором (ММД); D_оф - вектор дисперсий ошибок оценивания формируемых параметров; r_цот, V_цот - отслеживаемые дальность и скорость; Δε, Δr_ц, ΔV_ц - ошибки сопровождения в соответствующих контурах сопровождения; $$u_{\Delta \epsilon }$$

, $$u_{\Delta r_{ц}}$$

, $$u_{\Delta V_{ц}}$$

- сигналы управления на выходах соответствующих квазиоптимальных регуляторов. На структурной схеме комплексного координатора воздушного объекта РЛС сопровождения показаны взаимное расположение и связи элементов:On the structural diagram (Fig. 2): u _Δ , u _∑ - differential and total signals at the output of the device of total difference processing (USRO) of the receiver; $$u_r{}_{{}_c}$$

, $$u_V{}_{{}_c}$$

- voltage at the outputs of the time and frequency discriminators; Z _d - the observation vector formed by the multidimensional discriminator (MMD); D _of - the vector of variances of the estimation errors of the generated parameters; r _cot , V _cot - tracked range and speed; Δε, Δr _c , ΔV _c - tracking errors in the corresponding tracking circuits; $$u_{\Delta \epsilon }$$

, $$u_{\Delta r_c}$$

, $$u_{\Delta V_c}$$

- control signals at the outputs of the corresponding quasi-optimal regulators. The structural diagram of the complex coordinator of the airborne radar tracking facility shows the relative position and relationship of the elements:

21 - adder

24 - antenna drive (APR),

26 - receiver

27 is a multidimensional discriminator,

28 - multidimensional filter,

29 - range controller,

30 - speed controller,

31 - regulator antenna drive.

, $${\widehat{\dot{\epsilon }}}_{ц}$$

, $${\widehat{W}}_{цy}$$

, $$\widehat{r}{}_{ц}$$

, $${\widehat{V}}_{ц}$$

, а также оценки координат, необходимых для реализации управлений в измерительных каналах соответствующими квазиоптимальными регуляторами (внутреннее потребление).The structure of the complex coordinator of an airborne object (CCWS) includes three tracking contours - along the angular coordinates ε _c (β _c ), range r _u and speed V _c . Each circuit is a tracking system with a multidimensional optimal filter, forming phase coordinates estimates for external consumption $${\widehat{\epsilon }}_c$$

, $${\widehat{\dot{\epsilon }}}_c$$

, $${\widehat{W}}_{cy}$$

, $$\widehat{r}{}_c$$

, $${\widehat{V}}_c$$

, as well as estimates of the coordinates necessary for the implementation of controls in the measuring channels by the corresponding quasi-optimal regulators (internal consumption).

Computing tools as part of the relative-motion kinematic parameters calculator “LA - airborne object” (VKPOD) and flight task shaper (FPZ) form a flight task for its implementation in the aircraft’s on-board IVS in the control and radio correction modes (ILV).

и $$W^{м}=[W_y^{м}{\widehat{W}}_z^{м}]$$

. Вектор $${\widehat{W}}_{ц}$$

формируется при функционировании РЛС в режиме сопровождения одиночного воздушного объекта. Вектор W_м - в процессе функционирования приборной модели контура наведения, реализующего пропорциональное сближение при входном воздействии $${\widehat{W}}_{ц}$$

.The VKPOD solves the kinematic equations of relative motion “aircraft - an air object” with vectors entering their right-hand sides $${\widehat{W}}_c^t=[{\widehat{W}}_{c\mathrm{at}}{\widehat{W}}_{cz}]$$

and $$W^m=[W_y^m{\widehat{W}}_z^m]$$

. Vector $${\widehat{W}}_c$$

is formed during the operation of the radar in the mode of tracking a single air object. Vector W _m - in the process of functioning of the instrumental model of the guidance loop, which implements proportional approach with the input action $${\widehat{W}}_c$$

.

In the structural diagram (Fig. 3):

23 - Converter

25 - integrator

32 - coordinate converter of an air object (PKVO),

33 - calculator,

34 - coordinate converter of the aircraft (PCA),

35 is an instrumental model of the guidance loop,

36 - model of the flight control system (CMS) of the aircraft, the coordinates with the index "m" - model (instrument) coordinates. Below is the algorithm of functioning of the VKPOD in the time interval t ₀ <t <t _sn , where t ₀ is the moment of taking the air object for auto tracking, t _sn is the moment the SKN goes into homing mode.

A formalized mathematical model of functioning of the VKPOD [4, p. 301-305].

1. The coordinate converter of an air object:

2. Aircraft coordinate converter:

where t _well is the start time of the controlled flight of the aircraft.

3. Calculator:

4. SOUP model:

ϑ^м(0)=θ_ст,

ϑ ^m (0) = θ _st ,

where N is the navigation constant;

to _p , T _p , ξ _p - parameters of the transfer function of the vibrational link - approximation of the dynamics of the stabilized system "autopilot - LA";

T _V - aerodynamic constant;

t _article , t _m , t _to - the start time, the beginning of the marching section and the end of the flight of the aircraft, respectively.

;The flight task generator, based on data from VKPOD, generates: a vector of initial conditions for the “loading" of the on-board IVS computer calculator in the form of a set of phase coordinates $$\begin{array}{ccccc}{\widehat{X}}_{n\mathrm{at}}^{*}=& [{\widehat{\epsilon }}_{l\mathrm{from}t}& {\widehat{\dot{\epsilon }}}_{l\mathrm{from}t}& {\widehat{r}}_{l\mathrm{from}t}& {\widehat{\dot{r}}}_{l\mathrm{from}t}{\phi }_{\mathrm{but}\mathrm{from}t}\end{array}{]}^T$$

;

, определяющее параметр «гипотезы» маневра воздушного объекта;initial value of the setting action $${\widehat{W}}_{c\mathrm{at}}^{*}={\widehat{W}}_{c\mathrm{at}}(t_{\mathrm{from}t})=const$$

, the defining parameter of the “hypothesis” of the maneuver of an air object;

, $${\widehat{r}}_{л}$$

, $${\widehat{\dot{r}}}_{л}$$

на интервале t_ст<t<t_сн для реализации РКН.current values $${\widehat{W}}_{c\mathrm{at}}$$

, $${\widehat{r}}_l$$

, $${\widehat{\dot{r}}}_l$$

on the interval t _article <t <t _sn for the implementation of the ILV.

On the structural diagram of the functioning of the FPZ (Fig. 4):

37 - ground control point (NPU),

38 - board the aircraft (aircraft LA),

39 - shaper initial conditions and correction (FNUK),

40 - information management channel pairing (IUKS),

41 - information computing system (IVS).

2. Algorithms for the operation of the method of combined guidance in tele-guidance [5, p. 281-284]

In the television mode is implemented by the structural diagram of the optimal controller of the trajectory control system (figure 5). In the structural diagram:

17 is the optimal regulator,

21 - adder

42 - evaluator.

The solution to the optimal control problem has the form of a two-dimensional filter:

, $$\sqrt{2}{\omega }_{ц}=К{ф}_1$$

, h - линейная ошибка наведения, и закона управления в виде:Where $${\text{ω}}_{\text{<figure-callout id="2" label="c" filenames="00000054.png" state="{{state}}">c</figure-callout>}}^{\text{2}}={\text{TO}}_{\text{f2}}$$

, $$\sqrt{2}{\omega }_c=\mathrm{TO}{f}_{\mathrm{one}}$$

, h is the linear error of guidance, and the control law in the form:

- линейная ошибка наведения, $$\widehat{\dot{h}}$$

- оценка скорости изменения линейной ошибки наведения.where ω _k has the meaning of the bandwidth of the guidance loop, q is an exponent that determines the type of nonlinearity, $$\widehat{h}$$

- linear pointing error, $$\widehat{\dot{h}}$$

- estimation of the rate of change of the linear guidance error.

To reduce the dynamic error, you can use the compensation commands for the first and second derivatives of h:

Where

Higher pointing accuracy, especially on an intensely maneuvering air object, can be achieved by increasing the order of the model to a third. This is because higher derivatives are better approximated by an uncorrelated noise process. In addition, increasing the order of the model makes it possible to obtain optimal estimates of the second derivatives of the control parameter (guidance errors).

3. Algorithms for the operation of the method of combined guidance in homing mode

The process of pointing an aircraft to an airborne object is described by a system of differential equations, which is a formalized mathematical model (FMM), which has received the common name for the guidance loop [4, p. 306-308].

The homing loop with optimal controls in its composition includes the following FMMs:

kinematic equations of the relative motion of an air object and an aircraft;

IVS as a part of optimum measuring instruments of angular parameters, relative range and its derivatives, and also an optimal regulator of path control;

the optimal system “autopilot - LA” as part of the model of the link of the dynamics of the aircraft, the optimal meter of the parameters of the aircraft’s own motion, the identifier of the dynamic parameters of the aircraft, the optimal controller of flight control.

The guidance loop is based on formalized mathematical models.

1. The kinematic link.

2. The optimal meter of angular parameters.

3. The quasi-optimal trajectory control controller (KORTU) in the form of an approximated expression:

- оценка относительной дальности «летательный аппарат - воздушный объект», $${\widehat{\dot{r}}}_{л}$$

- оценка скорости сближения летательного аппарата с воздушным объектом, $${\lambda }_2=\frac{1}{T_V}$$

- аэродинамическая постоянная, K_λ - назначаемый коэффициент, $${\widehat{\omega }}_{л}$$

- оценка угловой скорости линии визирования «летательный аппарат - воздушный объект», q - показатель степени, определяющий вид нелинейности, h - оценка линейной ошибки наведения, $${\widehat{W}}_{y\perp }$$

, $${\widehat{W}}_{цy\perp }$$

- оценки трансверсальных ускорений летательного аппарата и воздушного объекта.Where $${\widehat{r}}_l$$

- assessment of the relative range "aircraft - air object", $${\widehat{\dot{r}}}_l$$

- assessment of the speed of approach of the aircraft with an air object, $${\mathrm{<figure-callout\; id="2"\; label="\lambda "\; filenames="00000054.png"\; state="\{\{state\}\}">\lambda </figure-callout>}}_2=\frac{\mathrm{one}}{T_V}$$

- aerodynamic constant, K _λ - assigned coefficient, $${\widehat{\omega }}_l$$

- an estimate of the angular velocity of the line of sight "aircraft - an air object", q is an exponent that determines the type of nonlinearity, h is an estimate of the linear pointing error, $${\widehat{W}}_{y\perp }$$

, $${\widehat{W}}_{cy\perp }$$

- Estimation of transversal accelerations of an aircraft and an air object.

4. The optimal system of "autopilot - LA" (OSALA).

5. The optimal meter of relative range and its derivatives (OIPD).

The following elements are presented on the structural diagram of the optimal homing circuit (Fig. 6):

19 - linear acceleration sensor (DLU),

21 - adder

22 - kinematic link

24 - antenna drive (APR),

25 - integrator

43 is an optimal meter of angular parameters,

44 - meters

45 - direction finding device (PU),

46 - angle position sensor (DUL),

47 - filter of the monitored process (FOP),

48 - normal acceleration filter (FNU),

49 - filter antenna drive (FAP),

50 - optimal tracking controller (OPC),

51 - quasi-optimal control of trajectory control (KORTU),

52 is a functional Converter of the angular velocity of the line of sight of an air object,

53 - shaper management team,

54 - functional Converter with a power characteristic,

55 - relative meter of relative range and its derivatives (OIPD),

56 - angular velocity filter (FUS)

57 - angular velocity sensor (DUS),

58 - control object (OS),

59 - link dynamics of the aircraft (ZLA),

60 - the optimal system of "autopilot - aircraft" (OSALA),

61 - the optimal controller of flight control (ORPU),

62 - sensor parameters of its own movement (DPSD),

63 - filter parameters of its own motion (FPSD),

64 - dynamic parameter identifier (IDP).

Analysis of the structural scheme of the homing circuit (Fig. 6) allows us to note the following features of the optimal homing system: the system is a multidimensional, non-stationary and multi-circuit complex system.

Multidimensionality is mainly determined by the dimension of the optimal IVS and autopilot filters.

The non-stationarity of the system is due to the non-stationarity of the kinematic link, the optimal IVS and autopilot filters, as well as the structure of the trajectory and flight control regulators.

Multi-circuit - by the presence of guidance and tracking contours along angular coordinates and range, formed by chains of residual formation in the optimal filters of the IVS and autopilot, as well as feedbacks in the controllers of the trajectory and aerobatic controls. The multi-circuit makes it possible to simultaneously provide high accuracy, stability and noise immunity of the contours of the tracking of an air object, including intensively maneuvering, in angles and ranges, as well as in the guidance loop of the aircraft.

In an optimal homing system, proportional approach is realized according to the method of extended proportional navigation with quasi-optimal non-linear control, which allows for high accuracy of interception of an intensively maneuvering air object. Previously, it was noted that quasi-optimality of IVS algorithms is quasi-optimal, which allows us to judge about conditional optimality — quasi-optimality of the homing system under consideration. “The degree of conditionality” can be estimated by studying the dynamics of homing by the method of simulation.

Information sources

1. Merkulov V.I., Drogalin V.V., Kanaschenkov A.I. and other Aviation systems of radio control. Second edition, revised and revised. T.2. Radio-electronic homing systems / Ed. A.I. Kanaschenkova and V.I. Merkulova. M .: Radio engineering, 2003 .-- 389 p.

2. Merkulov V.I., Kanaschenkov A.I., Chernov V.S. and other Aviation systems of radio control. Second edition, revised and revised. T.3. Command radio control systems. Autonomous and combined guidance systems / Ed. A.I. Kanaschenkova and V.I. Merkulova. M .: Radio engineering, 2004 .-- 320 p. (p. 185-187, prototype).

3. RF patent No. 2124688 F41G 7/00. A method of combined control of an aircraft. Tikhonov V.P., Babichev V.I., Zhuravlev S.D., Gudkov N.V., Lagun V.V. Published on January 10, 1999 (equivalent).

4. Khutorskoy I.N., Zharkov S.V., Finogenov S.N. and other anti-aircraft missile homing systems. Smolensk: OJSC Alina, 2006. - 324.

5. Khutorskoy I.N., Finogenov S.N. Anti-aircraft missile guidance systems with optimal control. Smolensk, Publishing House of the Air Defense Forces of the Armed Forces of the Russian Federation, 2009 .-- 317 p.

Claims (1)

A method of combined guidance of an aircraft, comprising a combination of a radio command at the initial flight portion of the aircraft (in the near zone) and radar or optical homing at the final site (in the far zone), characterized in that the magnitude of the control command at the output of the command generation device at the radio command guidance stage calculated according to dependency

where ω _k has the meaning of the bandwidth of the guidance loop, q is an exponent that determines the type of nonlinearity,

- linear pointing error,

- estimation of the rate of change of the linear guidance error;
and at the homing stage - in accordance with the expression

Where

- assessment of the relative range "aircraft - air object",

- assessment of the speed of approach of the aircraft with an air object,

T _v - aerodynamic constant, K _λ - assigned coefficient,

- an estimate of the angular velocity of the line of sight "aircraft - an air object", q is an exponent that determines the type of nonlinearity, h is an estimate of the linear pointing error,

- Estimation of transversal accelerations of an aircraft and an air object.

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