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摘要:
针对高超声速飞行器再入滑翔过程的时间协同问题，提出一种基于开环式协同结构的时间协同预测校正制导律。所提制导律不依赖于各飞行器之间的实时通信，通过预先设置期望飞行时间进行协同信息共享。纵向制导律在传统预测校正的基础上进行改进，引入归一化加权误差，同时考虑剩余航程误差与剩余飞行时间误差，采用全弹道积分预测剩余航程和剩余飞行时间，每个制导周期通过牛顿迭代法求解倾侧角幅值，完成兼顾时间协同和空间精度的纵向制导过程。仿真实例表明：通过选择合适的加权误差系数，所提制导律可实现对再入飞行时间的有效调节，导引多飞行器在期望飞行时间到达指定再入交班点。蒙特卡罗仿真验证了所提制导律的鲁棒性。
Abstract:For the hypersonic vehicle, a time coordination predictor-corrector guidance approach based on an open-loop coordination structure is presented to achieve the time coordination of the entry gliding process. The guidance method does not depend on real-time communication between the vehicles. The longitudinal guidance is modified on the basis of the traditional predictor-corrector guidance method. The normalized weighted error is introduced to consider both the remaining range error and flight time error obtained by calculating the full ballistic integral. To implement longitudinal guiding, Newton’s iterative approach is used to calculate the bank angle amplitude in each guidance circle. The simulations show that the guidance method can effectively adjust the flight time of the vehicle and guide multiple vehicles to reach the entry point at the expected flight time. The Monte Carlo results also demonstrate the robustness of the proposed guidance method.
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图 4 Law2三飞行器时间协同再入状态变化曲线
Figure 4. Curves of three vehicles time-cooperation entry state change with Law2
图 6 随机扰动条件下再入制导仿真结果
Figure 6. Simulation results of reentry guidance with random disturbance
表 1 六飞行器时间协同再入任务
Table 1. Six vehicles time coordinated entry mission
F1 起始点 F2 起始点 F3 起始点 F4 起始点 F5 起始点 F6 起始点 初始航
向角/(°)初始航
迹角/(°)初始
高度/km初始
速度/( m·s−1)目标点 $ {\text{(E6}}{\text{.}}{{\text{5}}^{\text{o}}}{\text{, N7}}{\text{.}}{{\text{5}}^{\text{o}}}) $ $ {\text{(E}}{{\text{7}}^{\text{o}}}{\text{, N}}{{\text{8}}^{\text{o}}}) $ $ {\text{(E}}{{\text{6}}^{\text{o}}}{\text{, N8}}{\text{.}}{{\text{5}}^{\text{o}}}) $ $ {\text{(E6}}{\text{.}}{{\text{5}}^{\text{o}}}{\text{, N}}{{\text{8}}^{\text{o}}}) $ $ {\text{(E}}{{\text{7}}^{\text{o}}}{\text{, N7}}{\text{.}}{{\text{5}}^{\text{o}}}) $ $ {\text{(E7}}{\text{.}}{{\text{5}}^{\text{o}}}{\text{, N7}}{\text{.}}{{\text{5}}^{\text{o}}}) $ 31 −1 72 6100 $ {\text{(E5}}{{\text{0}}^{\text{o}}}{\text{, N5}}{{\text{0}}^{\text{o}}}) $ 
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表 2 六飞行器协同再入结果
Table 2. Six vehicles coordinated entry results
飞行器编号 $ {t_{{\text{expect}}}} $/s Law1实际时间/s Law2实际时间/s 加权误差系数$ p $ Law1航程误差/km Law2航程误差/km 时间调节/s F1 1680 1680 1680 1 5.61 5.61 0 F2 1680 1653 1680 0.55 3.42 6.94 27 F3 1680 1658 1680 0.6 4.16 2.2 22 F4 1680 1663 1680 0.75 4.82 5.01 17 F5 1680 1670 1680 0.85 5.52 5.02 10 F6 1680 1660 1680 0.65 4.37 3.54 20
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表 3 三飞行器延时发射协同再入任务
Table 3. Three vehicles delay-launch coordinated entry mission
起始点 初始航向角/(°) 初始航迹角/(°) 初始高度/km 初始速度/(m·s−1) 期望到达时刻$ {t_{{\text{end}}}} $/s 目标点 $ {\text{(E3}}{{\text{5}}^{\text{o}}}{\text{, S}}{{\text{2}}^{\text{o}}}) $ 11 −1 72 6100 1626 $ {\text{(E5}}{{\text{0}}^{\text{o}}}{\text{, N5}}{{\text{0}}^{\text{o}}}) $
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表 4 三飞行器延时发射协同再入结果
Table 4. Results of three vehicles delay-launch coordinated entry mission
飞行器编号 出发时刻$ {t_0} $/s 期望到达时刻$ {t_{{\text{end}}}} $/s 期望飞行时间$ {t_{{\text{expect}}}} $/s Law2 实际飞行时间/s 加权误差系数$ p $ 航程误差/km 时间调节/s F1 0 1626 1626 1626 1 3.98 0 F2 10 1626 1616 1616 0.9 5.79 10 F3 20 1626 1606 1606 0.75 6.02 20
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表 5 再入点参数拉偏
Table 5. Parameter deviation of the reentry interface
初始
高度/km初始
速度/(m·s−1)经度/(°) 纬度/(°) 飞行航
迹角/(°)飞行航
向角/(°)2 50 0.2 0.2 0.2 2
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