Method for directly planning reentry trajectory in height-velocity profile

Abstract

A method for directly planning a reentry trajectory in a height-velocity profile includes the following steps: S1, extracting an actual working parameter of an aircraft, setting the maximum value {dot over (Q)}.sub.max of a stagnation point heat flux, the maximum value q.sub.max of dynamic pressure, and the maximum value n.sub.max of overload according to the mission requirement, and solving the height-velocity boundary of the reentry trajectory, that is, a lower boundary of the reentry trajectory in the height-velocity profile; S2, solving a reentry trajectory of an initial descent stage according to differential equations of reentry motion, and determining a starting point of a trajectory of a gliding stage according to the trajectory of the initial descent stage; and S3, planning a trajectory in the height-velocity profile satisfying terminal constraints based on the lower boundary in the height-velocity profile, and calculating a corresponding bank angle, to obtain the reentry trajectory.

Claims

1. A method for directly planning a reentry trajectory of a spacecraft into Earth's atmosphere in a height-velocity profile, comprising the following steps: S1, extracting an actual working parameter of the spacecraft, setting a maximum value {dot over (Q)}.sub.max of a stagnation point heat flux, a maximum value q.sub.max of a dynamic pressure, and a maximum value n.sub.max of an overload according to a mission requirement, and solving a height-velocity boundary of the reentry trajectory for the spacecraft, wherein the height-velocity boundary of the reentry trajectory is a lower boundary of the reentry trajectory in the height-velocity profile; S2, solving a reentry trajectory of an initial descent stage according to differential equations of reentry motion, and determining a starting point of a trajectory of a gliding stage according to the reentry trajectory of the initial descent stage; and S3, planning a trajectory in the height-velocity profile based on the lower boundary in the height-velocity profile, wherein the trajectory in the height-velocity profile satisfies terminal constraints, and calculating a bank angle corresponding to the trajectory in the height-velocity profile, to obtain the reentry trajectory; step S2 specifically comprises the following steps: S21, solving a flight state variable of the initial descent stage according to the differential equations of the reentry motion, and drawing the reentry trajectory of the initial descent stage in the height-velocity profile, wherein the differential equations of the reentry motion are expressed as follows: $\frac{\mathrm{dr}}{dt}=V\sin \gamma ;$ $\frac{d\theta }{dt}=\frac{V\cos \gamma \cos \psi }{r\cos \varphi };$ $\frac{d\varphi }{dt}=\frac{V\cos \mathrm{\gamma sin\psi }}{r};$ $\frac{\mathrm{dV}}{dt}=-\frac{D}{m}-g\sin \gamma ;$ $\frac{d\gamma }{dt}=\frac{1}{V}\left[\frac{L}{m}\cos \sigma -\left(g-\frac{V^2}{r}\right)\cos \gamma \right];$ $\frac{d\psi }{dt}=\frac{1}{V}\left[\frac{L}{m\cos \gamma }\sin \sigma -\frac{V^2}{r}\cos \gamma \cos \psi \tan \varphi \right];$ wherein r represents a geocentric distance, θ represents a longitude, ϕ represents a latitude, V represents a velocity, γ represents a flight path angle, ψ represents a heading angle, m represents a mass of the spacecraft, g represents a gravitational acceleration, L represents a lift, D represents a drag, and σ represents the bank angle; S22, determining an ending point of the reentry trajectory of the initial descent stage according to formula $.Math.\frac{dr}{dV}.Math.<\delta ,$ wherein the ending point of the reentry trajectory of the initial descent stage is the starting point of the trajectory of the gliding stage, and is a small variable selected according to the mission requirement; step S3 specifically comprises the following steps: S31 setting two initial values Δh.sub.1(V) and Δh.sub.2(V) of a height increment Δh(V), wherein a form of the height increment Δh(V) is not unique, and a value of the height increment Δh(V) is greater than zero; and after a summation of the height increment Δh(V) and the lower boundary h.sub.min(V) of the reentry trajectory, two endpoints of the reentry trajectory are located at the starting point of the trajectory of the gliding stage and a point determined by the terminal constraints; S32, calculating height values corresponding to different velocity conditions according to the following formula:
h(V)=h.sub.min(V)+Δh(V); S33, calculating the flight path angle corresponding to the reentry trajectory according to the following formula: $\gamma ={\sin }^{-1}\left(\frac{-D\times dr}{\mathrm{mVdV}+\mathrm{mgdr}}\right);$ S34, calculating the bank angle according to following the formula: $.Math.\sigma \left(V\right).Math.={\cos }^{-1}\left[\left(\frac{d\gamma V^{{}^2}\sin \gamma }{dr}+g\cos \gamma -\frac{y^2\cos \gamma }{r}\right)\frac{m}{L}\right];$ S35, satisfying requirements of lateral trajectory control by changing a positive value or a negative value of the bank angle using a bank angle reversal strategy; S36, calculating a range S between an endpoint and the starting point of the gliding stage according to the following formula:
S=cos.sup.−1(sin ϕ sin ϕ.sub.T+cos ϕ cos ϕ.sub.T cos(θ−θ.sub.T))×R.sub.0; wherein ϕ.sub.T represents a latitude of a target point, θ.sub.T represents a longitude of the target point, and R.sub.0 represents a radius of the earth; S37, determining whether the reentry trajectory satisfies an error requirement, and if the reentry trajectory does not satisfy the error requirement, updating the height increment Δh according to the following formula: $\Delta h_n=\Delta h_{n-1}-\frac{\left(\Delta h_{n-1}-\Delta h_{n-2}\right)\left(S_{n-1}-S_{\mathrm{if}}\right)}{S_{n-1}-S_{n-2}};$ wherein a subscript n represents a result obtained from an n.sup.th calculation and is greater than 2, and S.sub.if represents a range-to-go between the starting point of the gliding stage and the target point; and S38, repeating step S32 to step S36 until the error requirement is satisfied; wherein, in steps S1-S3, the spacecraft flight path angle γ and the changing rate dγ/dt into the Earth's atmosphere are used directly in planning a reentry trajectory in the height-velocity profile of the spacecraft in real-time by computing the bank angle σ in real-time.

2. The method for directly planning the reentry trajectory of a spacecraft into Earth's atmosphere in the height-velocity profile according to claim 1, wherein, step S1 specifically comprises the following steps: S11, extracting the actual working parameter of the spacecraft, and setting the maximum value {dot over (Q)}.sub.max of the stagnation point heat flux, the maximum value q.sub.max of the dynamic pressure, and the maximum value n.sub.max of the overload according to the mission requirement; S12, calculating process constraints of the reentry trajectory according to the maximum value {dot over (Q)}.sub.max of the stagnation point heat flux, the maximum value q.sub.max of the dynamic pressure, and the maxim urn value n.sub.max of the overload; and S13, drawing the process constraints of the reentry trajectory in the height-velocity profile, to obtain the height-velocity boundary of the reentry trajectory, wherein the height-velocity boundary of the reentry trajectory is the lower boundary h.sub.min(V) of the reentry trajectory.

3. The method for directly planning the reentry trajectory of a spacecraft into Earth's atmosphere in the height-velocity profile according to claim 2, wherein, step S12 specifically comprises the following steps: calculating the process constraints of the reentry trajectory according to the maximum value {dot over (Q)}.sub.max of the stagnation point heat flux, the maximum value q.sub.max of the dynamic pressure, and the maximum value n.sub.max of the overload, wherein specific expressions are as follows: solving a flight velocity V.sub.Q and a geocentric distance r.sub.Q when the stagnation point heat flux reaches the maximum value {dot over (Q)}.sub.max according to the following formula:
{dot over (Q)}=k.sub.Qρ.sup.0.5V.sup.3.15≤{dot over (Q)}.sub.max; wherein k.sub.Q represents a parameter of the spacecraft, and ρ represents an atmospheric density; solving a flight velocity V.sub.q and a geocentric distance r.sub.q when the dynamic pressure reaches the maximum value q.sub.max according to the following formula: $q=\frac{1}{2}\rho V^2\le q_{\mathrm{ma}x};$ solving a flight velocity V.sub.n and a geocentric distance r.sub.n when the overload reaches the maximum value n.sub.max according to the following formula: $n=\frac{\sqrt{L^2+D^2}}{\mathrm{mg}}\le n_{m\mathrm{ax}};$ wherein L represents the lift; and D represents the drag; and through a calculation, the process constraints of the reentry trajectory comprising constraints of the stagnation point heat flux, dynamic pressure constraints, and overload constraints are obtained.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) To illustrate the technical solutions according to the embodiments of the present invention or in the prior art more clearly, the drawings for describing the embodiments or the prior art are introduced briefly below. The drawings in the following description are only some embodiments of the present invention. Those having ordinary skill in the art can obtain other drawings according to the drawings without creative efforts.

(2) FIG. 1 is a flow chart showing the calculation of the method for directly planning the reentry trajectory in the height-velocity profile of the present invention.

(3) FIG. 2 is a schematic diagram showing the trajectory obtained by planning in the height-velocity profile of the present invention.

DETAILED DESCRIPTION OF THE EMBODIMENTS

(4) To make those skilled in the art better understand the technical solution of the present invention, the technical solution in the embodiments of the present invention will be clearly and fully described below with reference to the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part rather than all of the embodiments of the present invention. All other embodiments derived by those having ordinary skill in the art based on the embodiments of the present invention without creative efforts should fall within the scope of protection of the present invention.

(5) It should be noted that, the terms “first”, “second”, and the like in the specification, claims, and the drawings of the present invention are used to distinguish similar objects, rather than to necessarily describe a particular order or sequence. It should be understood that, such data used can be interchanged under appropriate circumstances, so that the embodiments of the present invention described herein can be implemented in an order other than the content illustrated or described herein. In addition, the terms “comprise/include” and “have” as well as their any variations are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not need to be limited to these steps or units clearly listed, but may include other steps or units not clearly listed or inherent to the process, method, system, product or device.

(6) As shown in FIG. 1, the present invention provides a method for directly planning a reentry trajectory in a height-velocity profile, including the following steps:

(7) S1, the actual working parameter of an aircraft are extracted, the maximum value {dot over (Q)}.sub.max of the stagnation point heat flux, the maximum value q.sub.max of the dynamic pressure, and the maximum value n.sub.max of the overload are set according to a mission requirement, and the lower boundary h.sub.min(V) of the reentry trajectory in the height-velocity profile is solved, which specifically includes:

(8) Step S11, the actual working parameter of the aircraft are extracted, and the maximum value {dot over (Q)}.sub.max of the stagnation point heat flux, the maximum value q.sub.max of the dynamic pressure, and the maximum value n.sub.max of the overload are set according to the mission requirement;

(9) Step S12, process constraints of the reentry trajectory are calculated according to the maximum value {dot over (Q)}.sub.max of the stagnation point heat flux, the maximum value q.sub.max of the dynamic pressure, and the maximum value n.sub.max of the overload, wherein the specific expressions thereof are as follows.

(10) The corresponding flight velocity V.sub.Q and the geocentric distance r.sub.Q when the stagnation point heat flux reaches the maximum value are solved according to the following formula:
{dot over (Q)}=k.sub.Qρ.sup.0.5V.sup.3.15≤{dot over (Q)}.sub.max;

(11) wherein k.sub.Q represents a parameter of the aircraft, and ρ represents atmospheric density.

(12) The corresponding flight velocity V.sub.q and the geocentric distance r.sub.q when the dynamic pressure reaches the maximum value are solved according to the following formula:

(13) $q=\frac{1}{2}\rho V^2\le q_{\mathrm{ma}x}.$

(14) The corresponding flight velocity V.sub.n and the geocentric distance r.sub.n when the overload reaches the maximum value are solved according to the following formula:

(15) $n=\frac{\sqrt{L^2+D^2}}{\mathrm{mg}}\le n_{m\mathrm{ax}};$

(16) wherein L represents a lift, and D represents a drag.

(17) Through the calculation, the process constraints of the reentry trajectory including constraints of the stagnation point heat flux, dynamic pressure constraints, and overload constraints are obtained.

(18) Step S13, the process constraints of the reentry trajectory are drawn in the height-velocity profile, to obtain a height-velocity boundary of the reentry trajectory, that is, the lower boundary of the reentry trajectory.

(19) S2, a reentry trajectory of an initial descent stage is solved according to differential equations of reentry motion, and a starting point of a trajectory of a gliding stage is determined according to the trajectory of the initial descent stage, which specifically includes:

(20) Step S21, a flight state variable of the initial descent stage is solved according to the following differential equations of reentry motion, and the reentry trajectory of the initial descent stage is drawn in the height-velocity profile:

(21) $\frac{\mathrm{dr}}{dt}=V\sin \gamma ;$$\frac{d\theta }{dt}=\frac{V\cos \gamma \cos \psi }{r\cos \varphi };$$\frac{d\varphi }{dt}=\frac{V\cos \mathrm{\gamma sin\psi }}{r};$$\frac{\mathrm{dV}}{dt}=-\frac{D}{m}-g\sin \gamma ;$$\frac{d\gamma }{dt}=\frac{1}{V}\left[\frac{L}{m}\cos \sigma -\left(g-\frac{V^2}{r}\right)\cos \gamma \right];$$\frac{d\psi }{dt}=\frac{1}{V}\left[\frac{L}{m\cos \gamma }\sin \sigma -\frac{V^2}{r}\cos \gamma \cos \psi \tan \varphi \right];$

(22) wherein r represents the geocentric distance, θ represents a longitude, ϕ represents a latitude, V represents a velocity, γ represents a flight path angle, ψ represents a heading angle, m represents the mass of the aircraft, g represents the gravitational acceleration, L represents the lift, D represents the drag, and a represents a bank angle. A series of points (V, r) in the height-velocity profile can be calculated through the above differential equations.

(23) S22, an ending point of the trajectory of the initial descent stage is determined according to the formula

(24) $.Math.\frac{dr}{dV}.Math.<\delta ,$
wherein δ is a small variable preset according to the mission requirement.

(25) S3, the reentry trajectory h(V) in the height-velocity profile satisfying terminal constraints is planned based on the lower boundary h.sub.min(V) of the trajectory in the height-velocity profile, and the corresponding bank angle is calculated, to obtain a complete reentry trajectory, which specifically includes:

(26) Step S31, two initial values Δh.sub.1(V) and Δh.sub.2(V) of the height increment Δh(V) are set.

(27) Step S32, height values corresponding to different velocity conditions are calculated according to the following formula:
h(V)=h.sub.min(V)+Δh(V).

(28) Step S33, the corresponding flight path angle is calculated according to the following formula:

(29) $\gamma ={\sin }^{-1}\left(\frac{-D\times dr}{\mathrm{mVdV}+\mathrm{mgdr}}\right).$

(30) Step S34, the corresponding bank angle is calculated according to the following formula:

(31) $.Math.\sigma \left(V\right).Math.={\cos }^{-1}\left[\left(\frac{d\gamma V^2\sin \gamma }{dr}+g\cos \gamma -\frac{V^2\cos \gamma }{r}\right)\frac{m}{L}\right].$

(32) Step S35, the requirements of lateral trajectory control are satisfied by changing a positive or negative value of the bank angle using a bank angle reversal strategy.

(33) Step S36, the range S between an endpoint of the design and the starting point of the gliding stage is calculated according to the following formula:
S=cos.sup.−1(sin ϕ sin ϕ.sub.T+cos ϕ cos ϕ.sub.T cos(θ−θ.sub.T))×R.sub.0;
wherein ϕ.sub.T represents a latitude of a target point, θ.sub.T represents a longitude of the target point, and R.sub.0 represents the radius of the earth.

(34) Step S37, it is determined that whether the requirement is satisfied, and if not, the height increment Δh is updated according to the following formula:

(35) 0$\Delta h_n=\Delta h_{n-1}-\frac{\left(\Delta h_{n-1}-\Delta h_{n-2}\right)\left(S_{n-1}-S_{\mathrm{if}}\right)}{S_{n-1}-S_{n-2}}.$

(36) Step S38, step S32 to step S36 are repeated until the error requirement is satisfied.

(37) In the present invention, the error requirements are set according to mission situations. Generally, the terminal constraints include the flight velocity V satisfying the terminal velocity requirement, and the geocentric distance, the range-to-go, and the heading error angle being within a certain range, which are expressed as follows:
|r.sub.f−r.sub.TAEM|<Δr;
V.sub.f=V.sub.TAEM;
|Δψ.sub.f|<Δψ.sub.TAEM;
S.sub.f<S.sub.TAEM;

(38) wherein variables with subscript “f” represent values at the ending point of the reentry trajectory of the spacecraft; and variables with subscript “TEAM” represent the corresponding states when a terminal area energy management stage is entered. S represents the range-to-go. The plane determined by the location of the aircraft, the target point, and the center of the earth is an instantaneous target plane, and the range-to-go refers to the length of a great arc projected from a current position to the target point onto the surface of the earth in the instantaneous target plane. The longitude θ.sub.T and the latitude ϕ.sub.T of the target point are known.
S=cos.sup.−1(sin ϕ sin ϕ.sub.T+cos ϕ cos ϕ.sub.T cos(θ−θ.sub.T))×R.sub.0.

(39) Δψ=ψ.sub.LOS−ψ represents a heading error angle, which is an angle between the Line of Sight (LOS) of the target point and the current heading; wherein ψ.sub.LOS represents the azimuth of the LOS from the current position of the aircraft to the target point (taking true north as a reference, the clockwise direction as positive), and is expressed as:

(40) ${\psi }_{\mathrm{LOS}}={\tan }^{-1}\left[\frac{\sin \left({\theta }_T-\theta \right)}{\cos \varphi \tan {\varphi }_T-\sin \mathrm{\varphi cos}\left({\theta }_T-\theta \right)}\right].$

(41) According to the present invention, the reentry trajectory can be accurately planned to avoid the risk that the reentry trajectory may not satisfy the process constraints due to ignoring the flight path angle and the changing rate thereof in the prior art, which improves the reliability of the reentry trajectory.

(42) Finally, it should be noted that the foregoing embodiments are intended only to describe the technical solutions of the present invention, rather than to limit the present invention. It should be understood by those having ordinary skill in the art that although the present invention has been described in detail with reference to the foregoing embodiments, modifications can be made to the technical solutions described in the foregoing embodiments, or equivalent replacements can be made to some or all of the technical features. Such modifications or replacements do not cause the essence of the corresponding technical solutions to depart from the scope of the technical solutions of the embodiments of the present invention.