Anti-high overload aircraft side deviation correction system

Abstract

The invention discloses a high-overload-resistant aircraft side deviation correction system. The system includes a microprocessor module, a navigation module and a navigation ratio output module. The side deviation required overload of the aircraft side deviation correction is calculated by the microprocessor module. , the position and speed information of the aircraft is provided for the microprocessor module through the navigation module, and the navigation ratio of real-time changes is provided for the microprocessor module through the navigation ratio output module, and the navigation module includes an anti-high overload antenna, which can be used under high overload conditions. Provide stable guidance information under certain circumstances, and the navigation ratio output module obtains the navigation ratio of real-time changes according to the total range when the aircraft starts to control, the real-time side deviation distance and other information, thereby improving its guidance performance and ensuring that it enters the final guidance. Make the target enter the field of view of the seeker. In addition, because the navigation ratio changes continuously and in a small range, it will not cause large vibrations in the flight trajectory, ensuring a stable flight process and high final hit accuracy.

Description

technical field [0001] The invention relates to the field of guidance and control of high-overload aircraft, in particular to a high-overload-resistant aircraft lateral deviation correction system. Background technique [0002] For long-distance guided aircraft, in order to increase its range, various measures are often used in the climb section of the flight trajectory to make the aircraft climb higher, such as rocket range extension, bottom row technology, or the use of high-power gunpowder, etc., but these measures are often prolonged. The flight time of the aircraft's climb section is limited, which makes the aircraft's start-up time generally set after 50s after launch. However, the long flight time before the start of control makes the aircraft unable to control its flight to the target along the expected trajectory during this period, coupled with the influence of crosswind, Magnus force generated by its own rotation, and interference at the launch end, It often forc...

AI Technical Summary

Problems solved by technology

[0002] For long-distance guided aircraft, in order to increase its range, various measures are often used in the climb section of the flight trajectory to make the aircraft climb higher, such as rocket range extension, bottom row technology, or the use of high-power gunpowder, etc., but these measures are often prolonged. The flight time of the aircraft's climbing section is limited, which makes the aircraft's start-up time generally set after 50s after launch.

However, the long flight time before the start of control makes the aircraft unable to control its flight to the target along the expected trajectory during this period, coupled with the influence of crosswind, Magnus force generated by its own rotation, and interference at the launch end, It often forces the aircraft to have a large sideways distance when starting the control, and even if the general lateral guidance method and system can control the aircraft to fly to the target, when entering the terminal guidance section, the general lateral guidance method and system are often difficult to control The aircraft makes the target enter the field of view of the seeker, and the general criterion for entering the field of view is: when the distance from the target is 3km, the lateral deviation is less than 600m

[0003] In addition, for high-overload long-distance guided aircraft, it is quite different from ordinary aircraft. Under the action of high overload, the traditional guidance and control system consists of space directional gyro, platform laser seeker, pneumatic steering gear, etc. The design scheme will make the delay of transmission instructions between the navigation system, guidance system and control system more serious, and the information obtained by the navigation system is not accurate enough, cannot be continuous, and fluctuates greatly, resulting in serious consequences

[0004] If the aircraft fails to make the target enter the field of view of the seeker when it enters the final guidance section, it will be difficult for the aircraft to capture the target in the final guidance section, and will eventually miss the target with a high probability; The use of guidance laws with large differences will inevitably cause large vibrations in the flight path of the aircraft and reduce the stability of the aircraft;

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