Carrying rocket trajectory safety margin design method based on calibration test parameter

Abstract

This invention discloses a method for designing the ballistic safety margin of a launch vehicle based on calibration test parameters, including: estimating the maximum safety margin x of the cluster stage. 01 ; in [0, x 01 Within the interval, values ​​are taken at equal intervals to obtain a set of safety margin values ​​for the cluster-binding stage; the reference ballistics corresponding to each safety margin value of the cluster-binding stage are obtained, and target simulation is performed based on the reference ballistics to determine the optimal value of the safety margin value of the cluster-binding stage; the maximum safety margin x of the second stage is estimated. 02 ; in [0, x 02 Within the specified interval, values ​​are taken at equal intervals to obtain a set of secondary safety margin values. Based on the optimal values ​​of the cluster-type launch vehicle safety margin obtained in step S3, the reference trajectory corresponding to each secondary safety margin value is obtained. Target simulation is performed based on the reference trajectory to determine the optimal values ​​of the secondary safety margins, and thus obtain the optimal values ​​of the tertiary safety margins. This invention enables the optimal allocation of safety margins at each stage of a cluster-type launch vehicle, maximizing its carrying capacity.

Description

Technical Field

[0001] This invention belongs to the field of ballistic design technology for liquid launch vehicles, and relates to a safety margin design method for multi-stage liquid rocket propellants, particularly a ballistic safety margin design method for launch vehicles based on calibration test parameters. Background Technology

[0002] Payload capacity is one of the most important core indicators of a launch vehicle and a primary objective to be optimized in the overall rocket design. For liquid rockets, payload capacity is generally the total mass of the rocket's final stage before orbital insertion minus the structural mass at the shutdown point, the amount of unusable propellant, and safety margins. Therefore, the selection of the safety margin is closely related to payload capacity.

[0003] The safety margin of propellant is reserved to cope with various deviations that may occur during flight. If too little is reserved, it will not be able to adequately cope with flight deviations, and the probability of the rocket exceeding the orbital tolerance will increase. If too much is reserved, it will affect the rocket's carrying capacity.

[0004] Several design methods for the safety margin of liquid propellant in launch vehicles have been publicly published. The invention patent "A Safety Margin Design Method for Launch Vehicles Based on Probabilistic Statistics" (patent number CN 116720257A) presents a safety margin design method based on probabilistic statistics. This method optimizes the allocation of different oxygen-fuel safety margins to achieve overall performance optimization. In the article "Safety Margin Analysis of a New Generation Medium-Sized Launch Vehicle Based on Ballistic Guidance Co-simulation" published in the *Journal of Ballistics*, Ma Ying et al. proposed a safety margin design method based on ballistic guidance co-simulation, studying the impact of the safety margin allocation for each stage of a two-and-a-half-stage rocket on its payload capacity and optimizing the rocket's payload capacity. However, on the one hand, these methods do not provide design methods for the propellant loading and safety margin of cluster-separated rockets; on the other hand, these methods are all designed for two-stage or two-and-a-half-stage launch vehicles and are not applicable to cluster-type three-stage or multi-stage launch vehicles.

[0005] For clustered three- or multi-stage rockets, the propellant loading and safety margins of the clustered stages require optimized design. Furthermore, rocket deviations are transmissible; deviations in the clustered stages, second stage, and third stage propagate upwards. Therefore, the safety margins of each stage are interconnected, and the modules within the clustered stage also influence each other. For three- or multi-stage rockets, this coupling makes optimizing the safety margins of each stage difficult. Therefore, the design method for the ballistic propellant safety margins of clustered three- or multi-stage launch vehicles is a technical problem that needs to be studied and solved.

[0006] Furthermore, the optimal design result for the safety margin is closely related to the engine performance parameters. In engineering practice, the original data of a rocket may change from the design stage to the actual launch stage, especially after engine calibration and testing, where performance parameters such as engine thrust, flow rate, and specific impulse will have a significant impact on the design results. How to optimally design the rocket's fuel loading and safety margin based on engine calibration and testing parameters is also a technical challenge in engineering. Summary of the Invention

[0007] The purpose of this invention is to overcome the aforementioned shortcomings and provide a design method for the ballistic safety margin of a launch vehicle based on calibration test parameters. This method solves the technical problem that the coupling of existing clustered launch stages, second and third stages makes it difficult to optimize the safety margin of each stage. This invention can achieve the optimal allocation of safety margins for each stage of a clustered launch vehicle, thereby maximizing its carrying capacity.

[0008] To achieve the above-mentioned objectives, the present invention provides the following technical solution:

[0009] A method for designing the ballistic safety margin of a launch vehicle based on calibration test parameters includes:

[0010] S1 estimates the maximum safety margin for cluster bundling levels. 01 ;

[0011] S2 in [0, x 01 Within the interval, values ​​are taken at equal intervals to obtain a set of safety margin values ​​for the bundled assembly level;

[0012] S3 obtains the reference ballistics corresponding to the safety margin values ​​of each cluster binding stage, performs target firing simulation based on the reference ballistics, and determines the optimal value of the safety margin value of the cluster binding stage.

[0013] S4 estimates the maximum safety margin for Level 2 x 02 ;

[0014] S5 in [0, x 02 By taking values ​​at equal intervals within the interval, a set of secondary safety margin values ​​is obtained;

[0015] Based on the optimal value of the cluster-binding level safety margin obtained in step S3, S6 obtains the reference ballistics corresponding to each secondary safety margin value, performs target simulation based on the reference ballistics, determines the optimal value of the secondary safety margin value, and then obtains the optimal value of the tertiary safety margin value.

[0016] Furthermore, the maximum safety margin is the safety margin under a 99.7% guidance shutdown probability.

[0017] Furthermore, the maximum safety margin x of the cluster-type assembly is estimated based on engine test performance parameters or theoretical performance parameters. 01Or the maximum safety margin of level 2 x 02 ;

[0018] Engine test performance parameters or theoretical performance parameters include the flight average mixture ratio K and the deviation of the mixture ratio ΔK.

[0019] Furthermore, the maximum safety margin for cluster bundling level, level two, or level three is collectively referred to as x0:

[0020]

[0021] In the formula, η is a constant safety factor. The rated working reserve of oxidant, This is the rated working reserve of propellant;

[0022] Maximum safety margin Δm for oxidant o and the maximum safety margin Δm of the propellant f =x0-Δm o The proportion is determined by the following formula:

[0023]

[0024] Furthermore, in step S3, when obtaining the reference trajectory corresponding to the safety margin value of each cluster binding level, the secondary safety margin is set to 0 kg, and the tertiary safety margin is set to the maximum safety margin of the tertiary level x. 03 .

[0025] Furthermore, in step S3, the method for determining the optimal value of the cluster-binding level safety margin based on the target simulation results of the reference ballistic trajectory includes:

[0026] S3.1 Determine the guidance shutdown quantity of each stage of each reference trajectory, and add the guidance algorithm to each reference trajectory to obtain a zero-interference guided trajectory;

[0027] S3.2 For each zero-interference guided missile trajectory, various deviations from the actual flight process are added to the clustering and third stages, and the shutdown mode is set to guidance shutdown. No deviations are added to the second stage, and the shutdown mode is set to timed shutdown. Then, n target simulations are performed; n≥10000.

[0028] S3.3 Based on the target firing simulation results of each zero-interference guided missile trajectory, the depletion probability of the clustering stage and the corresponding carrying capacity of each reference trajectory are obtained.

[0029] S3.4 Select the preset safety margin of the clustering stage corresponding to the reference trajectory with the largest carrying capacity, which is the optimal value of the safety margin of the clustering stage.

[0030] Furthermore, in step S3.3, the method for obtaining the carrying capacity corresponding to different depletion probabilities of the cluster-bundling stage based on the target firing simulation results includes:

[0031] Based on the target simulation results of each zero-interference guided missile trajectory, the depletion probability of the cluster-bundling stage is statistically analyzed.

[0032] Based on the target simulation results, the remaining propellant amount of the third stage is calculated under a 3σ orbital probability.

[0033] Based on the remaining propellant in stage 3, the safety margin m for stage 3 under a 3σ orbital probability is obtained. sf :

[0034]

[0035] Where, m f0 and m o0 These represent the remaining amounts of the third-stage propellant and oxidizer in a zero-interference guided missile trajectory. and Let σ be the statistical mean of the remaining amounts of the three-stage propellant and oxidizer in n simulated firing tests. mf and σ of The standard deviation of the residual amounts of the three-stage propellant and oxidizer in n firing simulations;

[0036] According to m sf Obtain the carrying capacity m under different depletion probabilities of the cluster-bundled stage. c :

[0037] m c =m pl +(m ry -m sf -m un );

[0038] Where, m pl For effective payload mass; m ry This represents the nominal total remaining propellant, i.e., the reference ballistic total remaining propellant; m un This refers to the amount of propellant that cannot be used.

[0039] Furthermore, in step S3.2, the various deviations during the actual flight process include method error, tool error, and unguided error;

[0040] Method errors include deviations in mass parameters and mass characteristics, engine parameters, or aerodynamic parameters;

[0041] Tool errors include the errors of inertial devices, dial gauges, and gyroscopes;

[0042] Unguided errors include the initial alignment error of the rocket and the aftereffect deviation of the engine.

[0043] Furthermore, in step S6, when obtaining the reference trajectory corresponding to each secondary safety margin value, the safety margin of the cluster binding level is set to the optimal value of the cluster binding level safety margin value determined in step S3.

[0044] In step S6, the method for determining the optimal value of the cluster-binding level safety margin based on the target simulation results of the reference ballistic trajectory includes:

[0045] S6.1 Determine the guidance shutdown quantity for each stage of each reference trajectory, and add the guidance algorithm to each reference trajectory to obtain a zero-interference guided trajectory;

[0046] S6.2 For each zero-interference guided missile trajectory, various deviations during actual flight are added to the clustering stage, the second stage, and the third stage. Each stage is set to perform n target simulations after guidance is shut down; n≥10000.

[0047] S6.3 Based on the target firing simulation results of each zero-interference guided missile trajectory, the depletion probability of the second stage and the corresponding carrying capacity of each reference trajectory are obtained.

[0048] S6.4 Select the baseline trajectory with the largest carrying capacity. The corresponding preset safety margin for the second stage is the optimal value of the second-stage safety margin. The corresponding third-stage safety margin m under the 3σ orbital probability is... sf This is the optimal value for the Level 3 safety margin.

[0049] Furthermore, the engine calibration test parameters mainly include fuel flow rate, oxidizer flow rate, specific impulse, and mixture ratio;

[0050] Furthermore, the baseline theoretical propellant loading for each stage of the rocket is determined using the following method:

[0051] First, set all modules of the level to full charge. Then, calculate a standard trajectory and set the working time of the module that runs out first as the working time of all modules. Set the charge amount of the module to full charge. Then reduce the charge amount of other modules until all modules run out at the same time.

[0052] The module is a fuel tank or an oxygen tank.

[0053] Compared with the prior art, the present invention has at least one of the following advantages:

[0054] (1) This invention provides for the first time the optimal safety margin design method for each module of the basic stage of a cluster-type rocket, realizing the maximum utilization of the carrying capacity of the cluster-type rocket.

[0055] (2) This invention takes into account the matching of fueling volume and safety margin of each module of the basic stage of the clustered rocket with calibration test, which can further improve resource utilization and rocket carrying capacity.

[0056] (3) The present invention decouples the optimization of the bundled level and the secondary safety margin, thus avoiding the problem size increase caused by too many optimization levels, which makes it difficult to solve;

[0057] (4) Compared with existing methods, this method is not only applicable to two-stage rockets, but also to three-stage and multi-stage rockets. It also decouples the safety margin optimization problem of each stage, thereby maximizing the rocket's carrying capacity. Attached Figure Description

[0058] Figure 1 A schematic diagram of a cluster-type three-stage rocket;

[0059] Figure 2 This is a flowchart for optimizing the safety margin of this invention. Detailed Implementation

[0060] The features and advantages of the present invention will become clearer and more apparent from the following detailed description.

[0061] The term “exemplary” as used herein means “serving as an example, embodiment, or illustration.” Any embodiment illustrated herein as “exemplary” is not necessarily to be construed as superior to or better than other embodiments. Although various aspects of embodiments are shown in the accompanying drawings, the drawings are not necessarily drawn to scale unless specifically indicated otherwise.

[0062] The safety margin design method for a cluster-type three-stage rocket based on engine calibration tests first optimizes the safety margins of the cluster-bundled stages (booster stage and core stage) based on test parameters. Then, based on this, the safety margin of the core stage is optimized, resulting in the safety margin of the core stage. A schematic diagram of the cluster-type three-stage rocket is shown below. Figure 1 The process of this method can be found in [link to flowchart]. Figure 2 This method also applies to cluster-type multi-stage rockets. The following section uses a three-stage cluster rocket as an example to provide specific implementation steps.

[0063] first step:

[0064] After the entire rocket's engines have completed calibration tests, the baseline theoretical fuel loading amounts for each stage of the rocket are designed based on the propellant and oxidizer flow rates obtained from the calibration tests. If calibration test parameters are unavailable, the engine's theoretical ratings are used.

[0065] The design principle for the propellant loading of the cluster stage is to ensure that all modules shut down simultaneously under standard theoretical performance parameters, thereby reducing flight dead weight and payload capacity loss due to unequal engine operating times. The specific design method involves first setting all fuel and oxygen tanks in the cluster stage to a full loading state, then calculating a standard trajectory, and setting the operating time of the module that depletes first as the shared operating time of all modules, thus setting the propellant loading of that module to a full loading state. Then, the propellant loading of other modules is reduced until all modules deplete simultaneously at that time. The propellant loading design method for the second and third stages of the rocket is the same as that for the cluster stage.

[0066] Step Two:

[0067] The safety margin of the cluster stage under a 99.7% (3σ) guidance shutdown probability is estimated, referred to here as the maximum safety margin. The maximum safety margin of each module of the cluster stage is estimated based on the engine test performance parameters or theoretical performance parameters, mainly the flight average mixture ratio K and the mixture ratio deviation ΔK.

[0068] The formulas for estimating the maximum safety margin at each level are as follows:

[0069]

[0070] In the formula, η is a constant safety factor, which is taken as 1.2 in the preliminary optimization. The rated working reserve of oxidant, This refers to the rated working reserve of the propellant. The maximum safety margin for the oxidizer is Δm. o and the maximum safety margin Δm of the propellant f =x0-Δm o The proportion is determined by the following formula

[0071]

[0072] After calculating the maximum safety margin, take a set of safety margins at equal intervals between 0 and the maximum safety margin, such as 100%, 80%, 60%, 40%, 20%, and 0% of the maximum safety margin, and then optimize to find the optimal value of this set of safety margins.

[0073] Step 3:

[0074] Based on the different safety margins required for optimization in the previous step, the baseline ballistic cluster design is carried out. In this round of baseline ballistic design, the secondary safety margin is set to 0 kg, and the tertiary safety margin is temporarily set to the maximum safety margin according to the estimation method (formula (1)) in the previous step.

[0075] Step 4:

[0076] Based on the design results of the baseline trajectory, the guidance shutdown parameters for each stage of each trajectory are determined, and guidance algorithms are incorporated to complete the design of a zero-interference guided trajectory.

[0077] Next, we consider various deviations during the actual flight process, which can be broadly categorized into method errors, tool errors, and unguided errors. Method errors mainly include deviations in mass parameters and mass characteristics, engine parameters, and aerodynamic parameters; tool errors mainly include errors in inertial devices such as gauges and gyroscopes; and unguided errors mainly consider the initial alignment error of the rocket and the aftereffect deviation of the engine. Based on the statistical characteristics of each deviation, pseudo-random numbers are generated and incorporated into the mathematical model of rocket flight.

[0078] For the deviations present at all levels, these deviations are considered in the clustering and third stages, with the shutdown method set to guidance shutdown. The second stage, however, does not incorporate any deviations, and its shutdown method is set to timed shutdown. Then, 10,000 Monte Carlo simulations are performed for each baseline trajectory, resulting in 10,000 interference trajectories.

[0079] Step 5:

[0080] Based on the simulation results from the previous step, the depletion probability of the cluster stage is calculated for each baseline trajectory. Furthermore, assuming a 3σ guidance shutdown-to-orbit probability, the remaining propellant quantity of the third stage is calculated. The mean and variance of the remaining propellant quantity of the third stage are as follows:

[0081]

[0082] In the formula, n represents the number of simulated firing attempts, and m fi This represents the actual remaining amount of propellant after the i-th firing attempt. σ is the mean of the remaining amount; mf The standard deviation of the remaining amount. The mean of the remaining oxidant amount. and standard deviation σ mo The same method is used for calculation. Therefore, the third-level safety margin m under a 3σ orbital insertion probability is... sf for

[0083]

[0084] In the formula m f0 and m o0 These represent the remaining amounts of the third-stage incendiary and oxidizer in a zero-interference ballistic trajectory. This allows us to determine the payload capacity under different depletion probabilities for the cluster-bundled stage.

[0085] m c =m pl +(m ry -m sf -m un (5)

[0086] In the formula, m pl For the effective payload mass, m ry m represents the nominal total remaining propellant. un This refers to the amount of propellant that cannot be used.

[0087] The optimal value among the safety margins is the preset safety margin of the clustering stage corresponding to the one with the largest carrying capacity among the reference trajectories.

[0088] This determines the optimal safety margin for the cluster bundling level.

[0089] Step 6:

[0090] The same method is used for the second stage. First, the maximum safety margin of the second stage is calculated according to formula (1). Then, a set of safety margins is taken at equal intervals between 0 and the maximum safety margin. In this round of reference ballistic design, the safety margin of the cluster binding stage is set as the optimal safety margin of the cluster binding stage obtained in the previous step, and there is no need to set the safety margin of the third stage. Then, all deviations are added to the cluster binding stage, the second stage, and the third stage at the same time. Each stage is set to guidance shutdown, and 10,000 Monte Carlo target simulations are carried out.

[0091] Step 7:

[0092] The second-stage depletion probability is statistically calculated, and under the premise of ensuring a 3σ orbital insertion probability, the third-stage safety margin is calculated. This yields the payload capacity under different second-stage depletion probabilities. The payload capacity with the largest payload capacity among all reference trajectories is then selected, and its corresponding second-stage preset safety margin is the optimal value among that set of safety margins. This determines the optimal second-stage safety margin. Simultaneously, the corresponding third-stage safety margin m... sf It can also be calculated.

[0093] This yields the optimal safety margin for each stage of the cluster launch vehicle.

[0094] This invention provides a design method for the ballistic propellant safety margin of a clustered three- or multi-stage launch vehicle based on engine calibration test parameters. By matching the booster and first-stage propellant loading and decoupling the safety margins of the base stage, second stage, and third stage, the optimal allocation of safety margins for each stage of the clustered launch vehicle is achieved, thereby maximizing the carrying capacity.

[0095] The present invention has been described in detail above with reference to specific embodiments and exemplary examples; however, these descriptions should not be construed as limiting the present invention. Those skilled in the art will understand that various equivalent substitutions, modifications, or improvements can be made to the technical solutions and embodiments of the present invention without departing from the spirit and scope of the invention, and all such modifications and improvements fall within the scope of the present invention. The scope of protection of the present invention is defined by the appended claims.

[0096] The contents not described in detail in this specification are common knowledge to those skilled in the art.

Claims

1. A method for designing the ballistic safety margin of a launch vehicle based on calibration test parameters, characterized in that, include: S1 estimates the maximum safety margin for cluster bundling levels. 01 ; S2 in [0, x 01 Within the interval, values ​​are taken at equal intervals to obtain a set of safety margin values ​​for the bundled assembly level; S3 obtains the reference ballistics corresponding to the safety margin values ​​of each cluster binding stage, performs target firing simulation based on the reference ballistics, and determines the optimal value of the safety margin value of the cluster binding stage. S4 estimates the maximum safety margin for Level 2 x 02 ; S5 in [0, x 02 By taking values ​​at equal intervals within the interval, a set of secondary safety margin values ​​is obtained; Based on the optimal value of the cluster-binding level safety margin obtained in step S3, S6 obtains the reference ballistics corresponding to each secondary safety margin value, performs target simulation based on the reference ballistics, determines the optimal value of the secondary safety margin value, and then obtains the optimal value of the tertiary safety margin value.

2. The method for designing the ballistic safety margin of a launch vehicle based on calibration test parameters according to claim 1, characterized in that, The maximum safety margin is the safety margin under a 99.7% guidance shutdown probability.

3. The method for designing the ballistic safety margin of a launch vehicle based on calibration test parameters according to claim 1, characterized in that, Estimate the maximum safety margin x of the bundled assembly based on engine test performance parameters or theoretical performance parameters. 01 Or the maximum safety margin of level 2 x 02 ; Engine test performance parameters or theoretical performance parameters include the flight average mixture ratio K and the deviation of the mixture ratio ΔK.

4. The method for designing the ballistic safety margin of a launch vehicle based on calibration test parameters according to claim 3, characterized in that, The maximum safety margin for cluster bundling level, level two, or level three is collectively referred to as x0: In the formula, η is a constant safety factor. The rated working reserve of oxidant. This is the rated working reserve of propellant; Maximum safety margin Δm for oxidant o and the maximum safety margin Δm of the propellant f =x0-Δm o The proportion is determined by the following formula:

5. The method for designing the ballistic safety margin of a launch vehicle based on calibration test parameters according to claim 1, characterized in that, In step S3, when obtaining the reference trajectory corresponding to the safety margin values ​​of each cluster binding level, the secondary safety margin is set to 0 kg, and the tertiary safety margin is set to the maximum safety margin of the tertiary level x. 03 .

6. The method for designing the ballistic safety margin of a launch vehicle based on calibration test parameters according to claim 1, characterized in that, In step S3, the method for determining the optimal value of the cluster-binding stage safety margin based on the target simulation results of the reference ballistic trajectory includes: S3.1 Determine the guidance shutdown quantity of each stage of each reference trajectory, and add the guidance algorithm to each reference trajectory to obtain a zero-interference guided trajectory; S3.2 For each zero-interference guided missile trajectory, various deviations from the actual flight process are added to the clustering and third stages, and the shutdown mode is set to guidance shutdown. No deviations are added to the second stage, and the shutdown mode is set to timed shutdown. Then, n target simulations are performed; n≥10000. S3.3 Based on the target firing simulation results of each zero-interference guided missile trajectory, the depletion probability of the clustering stage and the corresponding carrying capacity of each reference trajectory are obtained. S3.4 Select the preset safety margin of the clustering stage corresponding to the reference trajectory with the largest carrying capacity, which is the optimal value of the safety margin of the clustering stage.

7. The method for designing the ballistic safety margin of a launch vehicle based on calibration test parameters according to claim 6, characterized in that, In step S3.3, the method for obtaining the carrying capacity corresponding to different depletion probabilities of the cluster-bundling stage based on the target firing simulation results includes: Based on the target simulation results of each zero-interference guided missile trajectory, the depletion probability of the cluster-bundling stage is statistically analyzed. Based on the target simulation results, the remaining propellant amount of the third stage is calculated under a 3σ orbital probability. Based on the remaining propellant in stage 3, the safety margin m for stage 3 under a 3σ orbital probability is obtained. sf : Where, m f0 and m o0 These represent the remaining amounts of the third-stage propellant and oxidizer in a zero-interference guided missile trajectory. and Let σ be the statistical mean of the remaining amounts of the three-stage propellant and oxidizer in n simulated firing tests. mf and σ of The standard deviation of the residual amounts of the three-stage propellant and oxidizer in n firing simulations; According to m sf Obtain the carrying capacity m under different depletion probabilities of the cluster-bundled stage. c : m c =m pl +(m ry -m sf -m un ); Where, m pl For effective payload mass; m ry This represents the nominal total remaining propellant, i.e., the reference ballistic total remaining propellant; m un This refers to the amount of propellant that cannot be used.

8. The method for designing the ballistic safety margin of a launch vehicle based on calibration test parameters according to claim 6, characterized in that, In step S3.2, the various deviations during the actual flight process include method error, tool error, and unguided error; Method errors include deviations in mass parameters and mass characteristics, engine parameters, or aerodynamic parameters; Tool errors include the errors of inertial devices, dial gauges, and gyroscopes; Unguided errors include the initial alignment error of the rocket and the aftereffect deviation of the engine.

9. The method for designing the ballistic safety margin of a launch vehicle based on calibration test parameters according to claim 1, characterized in that, In step S6, when obtaining the reference trajectory corresponding to each secondary safety margin value, the safety margin of the cluster binding level is set to the optimal value of the cluster binding level safety margin value determined in step S3. In step S6, the method for determining the optimal value of the cluster-binding level safety margin based on the target simulation results of the reference ballistic trajectory includes: S6.1 Determine the guidance shutdown quantity for each stage of each reference trajectory, and add the guidance algorithm to each reference trajectory to obtain a zero-interference guided trajectory; S6.2 For each zero-interference guided missile trajectory, various deviations during actual flight are added to the clustering stage, the second stage, and the third stage. Each stage is set to perform n target simulations after guidance is shut down; n≥10000. S6.3 Based on the target firing simulation results of each zero-interference guided missile trajectory, the depletion probability of the second stage and the corresponding carrying capacity of each reference trajectory are obtained. S6.4 Select the baseline trajectory with the largest carrying capacity. The corresponding preset safety margin for the second stage is the optimal value of the second-stage safety margin. The corresponding third-stage safety margin m under the 3σ orbital probability is... sf This is the optimal value for the Level 3 safety margin.

10. The method for designing the ballistic safety margin of a launch vehicle based on calibration test parameters according to claim 9, characterized in that, Also includes: Engine calibration test parameters mainly include fuel flow rate, oxidizer flow rate, specific impulse, and mixture ratio; The baseline theoretical fuel load for each stage of the rocket is determined using the following method: First, set all modules of the level to full charge. Then, calculate a standard trajectory and set the working time of the module that runs out first as the working time of all modules. Set the charge amount of the module to full charge. Then reduce the charge amount of other modules until all modules run out at the same time. The module is a fuel tank or an oxygen tank.

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