Incremental guidance method for kinetic kill vehicles with target maneuver compensation
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摘要:
面向目标强机动、推力干扰、测量偏差的动能拦截器强抗扰末制导方法设计问题，提出一种目标机动补偿的大气层外动能拦截器增量式强抗扰末制导方法。通过回采推力传感信息、视线转率辅助微分信息，同时联合增量式制导方法与惯性时延的扰动估计方法，对目标机动等不确定性和内外部不确定性等带来的扰动进行实时补偿并融合至制导算法，从而实现复杂工况下拦截器对抗机动目标的制导系统扰动降级与鲁棒增强等目的。复杂工况下仿真结果表明：所提方法对强机动目标、测量偏差、推力干扰等多源扰动具有强抗扰能力，并且能够实现精确碰撞式拦截任务。
Abstract:In view of the design problem of a strong anti-disturbance terminal guidance method for kinetic kill vehicles against highly maneuvering targets, thrust disturbance, and measurement deviation, an incremental strong anti-disturbance terminal guidance method for extra-atmospheric kinetic kill vehicles with target maneuver compensation is proposed. By exploiting the thrust sensing information and the auxiliary differential information of the line-of-sight rate and combining the incremental guidance law and the inertial time delay-based disturbance estimation method, the disturbance caused by the uncertainties brought by target maneuvers and the internal and external uncertainties was compensated in real time and integrated into the guidance algorithm, so as to degrade the disturbance and enhance the robustness of the kinetic kill vehicle’s guidance system against maneuvering targets under complex working conditions. The simulation results under complex working conditions show that the proposed method has strong anti-disturbance capability against multi-source disturbances such as highly maneuvering targets, measurement deviations, and thrust disturbance and thus can fulfill interception tasks by precise collision.
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图 2 标称情况惯性系下三维拦截轨迹
Figure 2. Three-dimensional interception trajectories under nominal conditions
图 7 不确定情况下高机动目标的三维拦截轨迹
Figure 7. Three-dimensional interception trajectories against highly maneuvering target with uncertainties
图 8 不确定情况下高机动目标的轨控推力
Figure 8. Orbit control thrust against highly maneuvering target with uncertainties
表 1 抗扰能力对比
Table 1. Comparison of anti-disturbance capability
制导律 增益条件 系统扰动 收敛域 $ {A_{{\textit{z}}{\rm{M}}}} = \dfrac{{{f_{\textit{z}}} + {k_{\textit{z}}}\alpha }}{{{b_{\textit{z}}}}} $ $ {k_{\textit{z}}} > \dfrac{{\left| {{d_{\textit{z}}}} \right|}}{{\left| \alpha \right|}} $ $ \left| {{d_{\textit{z}}}} \right| $ $ \left| \alpha \right| \leqslant \dfrac{{\left| {{d_{\textit{z}}}} \right|}}{{{k_{\textit{z}}}}} $ $ \Delta {A_{{\textit{z}}{\rm{Mc}}}} = \dfrac{{{{\dot \alpha }_0} + {k_{{\textit{z}}{\rm{i}}}}\alpha + \Delta {{\hat d}_{\textit{z}}}}}{{{b_{{\textit{z}}0}}}} $ $ {k_{{\textit{z}}{\rm{i}}}} > \dfrac{{\left| {\Delta {{\tilde d}_{\textit{z}}}} \right|}}{{\left| \alpha \right|}} $ $ \left| {\Delta {{\tilde d}_{\textit{z}}}} \right| $ $ \left| \alpha \right| \leqslant \dfrac{{\left| {\Delta {{\tilde d}_{\textit{z}}}} \right|}}{{{k_{{\textit{z}}{\rm{i}}}}}} $ 
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表 2 不同制导方法结果对比
Table 2. Comparison results of different guidance methods
制导方法 仿真情形 脱靶量/m 燃料消耗/kg NDI 标称低机动 0.920 1.995 偏差高机动 2.015 3.245 INDI 标称低机动 0.394 1.930 偏差高机动 0.405 3.157 PN 标称低机动 0.870 1.971 偏差高机动 2.553 3.655
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