Interception method based on glider target maneuverability analysis and intention inference

Abstract

The present invention discloses an interception method based on the analysis of the maneuverability of a gliding aircraft target and the inference of its intention, comprising: S1: establishing a three-degree-of-freedom center-of-mass dynamic equation for a boost-glide aircraft in a ballistic coordinate system; S2: analyzing the constraints imposed on the boost-glide aircraft based on the three-degree-of-freedom center-of-mass dynamic equation for the boost-glide aircraft, and obtaining an analysis result; S3: obtaining the regularity of the target motion trajectory and maneuverability characteristics of the boost-glide aircraft based on the three-degree-of-freedom center-of-mass dynamic equation for the boost-glide aircraft and the analysis result; S4: based on the regularity of the target motion trajectory and maneuverability characteristics of the boost-glide aircraft, adopting an intention inference method based on the combination of short-term state intention and long-term purpose intention, and predicting the flight trajectory and motion trend of the short-term intention and long-term purpose intention of the gliding aircraft target in real time to determine an interception plan.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft guidance, and in particular to an interception method based on maneuverability analysis and intention inference of a gliding aircraft target. Background Art

[0002] Traditional ballistic missiles mostly fly along parabolic trajectories, resulting in relatively fixed flight paths. Based on their understanding of the trajectory characteristics of traditional ballistic missile targets, existing defense systems can generally achieve high-precision interception of ballistic missiles. However, compared to ballistic missiles, near-space boost-glide vehicles have greater trajectory variability, enabling them to maneuver and hop across a wide range of trajectory. This incomplete information on the trajectory characteristics of near-space targets poses significant challenges to existing interception methods.

[0003] However, the maneuverability of near-space glide vehicles is not unlimited; their flight paths are subject to a variety of constraints. Therefore, the key to intercepting a glide vehicle lies in analyzing and understanding its trajectory characteristics and maneuverability. Furthermore, existing interception methods are mostly designed for high-speed interceptors intercepting low-speed targets. However, interceptors are at a speed disadvantage compared to glide vehicles. If the target maneuvers and forms a tail-chasing interception situation, successful interception becomes difficult. Summary of the Invention

[0004] The purpose of the present invention is to provide an interception method based on the analysis of the maneuverability of a gliding aircraft target and the inference of its intention, so as to be able to intercept the target in the jumping descent section or the roundabout section by predicting the flight intention.

[0005] The technical solution of the present invention to solve the above technical problems is as follows:

[0006] The present invention provides an interception method based on gliding aircraft target maneuverability analysis and intention inference, comprising:

[0007] S1: Establish the three-degree-of-freedom center-of-mass dynamic equations of the boost-glide vehicle in the ballistic coordinate system;

[0008] S2: Analyzing the constraints imposed on the boost-glide aircraft according to the three-degree-of-freedom center-of-mass dynamic equation of the boost-glide aircraft to obtain analysis results;

[0009] S3: Obtaining the target motion trajectory and regularity of the maneuvering characteristics of the boost-glide aircraft based on the three-degree-of-freedom center-of-mass dynamics equation of the boost-glide aircraft and the analysis results;

[0010] S4: Based on the regularity of the target motion trajectory and maneuvering characteristics of the boost-glide aircraft, an intention inference method based on the combination of short-term state intention and long-term purpose intention is adopted to predict the flight trajectory and motion trend of the glider aircraft's short-term intention and long-term purpose intention in real time to determine the interception plan.

[0011] Optionally, in step S1, the three-degree-of-freedom center-of-mass dynamic equation of the boost-glide aircraft is:

[0012]

[0013] Where V is the target speed of the boost-glide vehicle, γ is the target track inclination, ψ is the target track deviation, σ is the target roll angle, r is the radius vector from the center of the earth to the target center of mass, φ is the latitude, L is the lift force on the target, D is the drag force on the target, ω is the target velocity, and e is the Earth's rotation angular velocity, and represents the derivatives of V, γ and ψ, μ is the Earth's gravitational constant, and m is the mass of the boost-glide vehicle.

[0014] Optionally, in step S2, the analysis result includes:

[0015] The constraints imposed on the boost-glide aircraft mainly include endpoint constraints, path constraints and geographical constraints.

[0016] Optionally, the endpoint constraint includes an initial constraint and a terminal constraint, and the initial constraint is expressed by the following formula:

[0017]

[0018] The terminal constraint is expressed by the following formula:

[0019]

[0020] Among them, r0, θ0, φ0, V0, γ0, ψ0 represent the required geocentric distance, longitude, latitude, speed, track inclination and track deviation at the initial time, respectively. f ,h f ,V f They represent the distance from the center of the earth, the height, and the speed required at the terminal time respectively; t0 is the initial time, t f For the terminal moment.

[0021] Optionally, the path constraints include stagnation point heat flux density constraints, dynamic pressure constraints, overload constraints and balanced gliding constraints;

[0022] The stagnation point heat flux constraint is:

[0023]

[0024] The dynamic pressure constraint is:

[0025]

[0026] The overload constraints are:

[0027]

[0028] The equilibrium gliding constraint is:

[0029]

[0030] in, is the constraint value of heat flux density, V is the target speed of the boost-glide vehicle, ρ is the heat flux density, c Q is the heat flux constant, is the maximum constraint value of heat flux density, q is the dynamic pressure limit, q max is the maximum dynamic pressure limit, N is the tolerable overload, L is the lift force on the target, D is the drag force on the target, m is the mass of the boost-glide vehicle, g is the acceleration due to gravity, and N max is the maximum tolerable overload, σ EGC is a constant roll angle, V represents the target velocity of the boost-glide vehicle, r represents the radius vector from the center of the earth to the target center of mass, and γ is the target track inclination angle.

[0031] Optionally, step S3 includes:

[0032] S31: Establish the reduced-order dynamic equations of boost-glide vehicles with dimensionless energy as the independent variable;

[0033] S32: solving the target trajectory planning of the gliding aircraft using the SCP method according to the reduced-order boost-glide aircraft dynamics equation;

[0034] S33: Analyze the changing pattern of the re-entry reachable area of ​​the glider under dynamic conditions according to the target trajectory planning of the glider, and obtain the regularity of the maneuverability characteristics of the boost-glide aircraft.

[0035] Alternatively, the reduced-order boost-glide vehicle dynamics equation is:

[0036]

[0037] in, represents the derivative of the track inclination angle, the subscript E represents the parameter with dimensionless energy as the independent variable, C L is the target lift coefficient, C D is the target drag coefficient, represents dimensionless velocity, ψ is target track deviation angle, φ is latitude, σ is target roll angle, and denote the derivatives of φ and ψ respectively.

[0038] Optionally, the step S32 includes:

[0039] First, according to the reentry conditions, a large angle of attack is adopted in the initial stage of gliding reentry to make the trajectory pull up quickly and leave the high heat flow area as soon as possible to enter the balanced gliding state; secondly, after entering the balanced gliding state, the angle of attack is linearly transitioned to the angle of attack with the maximum lift-to-drag ratio to increase the gliding distance and improve the maneuverability during gliding; then, according to various constraints and angle of attack schemes, the reentry corridor is calculated, and a reference HV profile is planned within the corridor. The state parameters and control quantities under the profile are solved to ensure that the roll angle is within the constraint range; finally, the shape of the reference profile is used to meet the range requirements, and the inversion logic of the roll angle determines the lateral movement so that it meets the constraints of the terminal position and direction angle; wherein, the state parameters of the reference HV profile planned within the corridor include: altitude, speed, ballistic inclination angle and range; the control quantities under the reference HV profile planned within the corridor include the roll angle.

[0040] Optionally, the real-time prediction of the short-term intention of the glider vehicle target includes:

[0041] By identifying the target control parameters and combining the tracking information of the target motion state with state extrapolation, the target short-term intention within a shorter prediction period is obtained.

[0042] Optionally, the real-time prediction of the long-term purpose of the gliding aircraft includes:

[0043] By estimating the dynamic reachable area along the gliding target in real time and combining it with the importance analysis of multiple targets in one's own defense zone, a comprehensive inference is made on the long-term movement trend of the gliding target.

[0044] The present invention has the following beneficial effects:

[0045] The present invention can intercept the target during its jump and descent or roundabout phase by predicting its flight intention, thereby greatly improving the interception success rate and avoiding the formation of a tail-chasing situation of the gliding aircraft target and excessive energy consumption caused by frequent maneuvers. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 It is an interception diagram based on target maneuverability analysis and intention inference.

[0047] Figure 2 It is a flow chart of the interception method based on the maneuverability analysis and intention inference of the gliding aircraft target of the present invention;

[0048] Figure 3 It is the HV glide reentry corridor;

[0049] Figure 4 It is a schematic diagram of the height curve under different ballistic modes;

[0050] Figure 5 It is a schematic diagram of overload curves under different ballistic modes;

[0051] Figure 6 It is a schematic diagram of the horizontal range maneuvering trajectory under different ballistic modes;

[0052] Figure 7 This is a schematic diagram of the reentry reachable boundary under different ballistic modes;

[0053] Figure 8 is a schematic diagram of the dynamic reachable area of ​​the gliding target;

[0054] Figure 9 It is a schematic diagram of the interception plan based on the target's maneuvering rules and flight intentions. DETAILED DESCRIPTION

[0055] The principles and features of the present invention are described below with reference to the accompanying drawings. The examples given are only used to explain the present invention and are not used to limit the scope of the present invention.

[0056] Example

[0057] Although gliding aircraft have strong trajectory variability and can achieve large-scale maneuvering and jumping trajectory flight, the maneuverability of the target is not unlimited, and its flight trajectory is subject to multiple constraints. The maneuverability characteristics of the target have certain regularities. Therefore, for the typical trajectory of the gliding aircraft, the regularity of its trajectory characteristics and maneuverability is analyzed and mastered, and the analysis of the regularity of the target's maneuverability characteristics and the prediction and inference of the flight intention are combined to achieve the best interception trajectory. Specifically, when the target jumps or makes large-scale roundabout maneuvers, combined with the analysis of its maneuvering rules, there must be a process of jumping down or roundabout return. If the target is intercepted in the jumping down section or roundabout return section of the target by predicting the flight intention, the interception success rate will be greatly improved, and the formation of a tail-chasing situation and the excessive energy consumption caused by frequent maneuvers will be avoided. The main idea of ​​the present invention is shown in the attached figure. Figure 1 shown.

[0058] The technical concept of the present invention is: intercepting ballistic missiles mainly adopts the traditional method based on predicted impact point interception, which is based on the mastery of the parabolic flight trajectory of its ballistics; similarly, intercepting near-space gliding vehicles is also inseparable from the analysis and mastery of their trajectory characteristics and maneuvering laws. Although they can maneuver over a large range and fly in a hopping trajectory, their flight trajectory is subject to multiple constraints, and the maneuvering characteristics of the target have certain regularities.

[0059] Based on convex optimization theory, this invention rapidly solves nonlinear optimal control problems such as trajectory characteristics and maneuverability of gliders under multiple constraints, thereby deriving the laws governing the glider's maneuverability. By analyzing the regularity of the glider's maneuverability and inferring the target's flight intent, the interceptor missile is positioned to intercept the target during its descent or return phase, achieving the optimal intercept trajectory.

[0060] The present invention provides an interception method based on gliding aircraft target maneuverability analysis and intention inference, referring to Figure 2 Shown, including:

[0061] S1: Establish the three-degree-of-freedom center-of-mass dynamic equations of the boost-glide vehicle in the ballistic coordinate system;

[0062] The present invention first establishes a dynamic model of the gliding aircraft and analyzes the constraints imposed on the target, providing a basis for analyzing the target's motion trajectory and maneuverability characteristics.

[0063] The three-degree-of-freedom center-of-mass dynamic equation of the boost-glide vehicle is established in the ballistic coordinate system as follows:

[0064]

[0065] Where V is the target speed of the boost-glide vehicle, γ is the target track inclination, ψ is the target track deviation, σ is the target roll angle, r is the radius vector from the center of the earth to the target center of mass, φ is the latitude, L is the lift force on the target, D is the drag force on the target, ω is the target velocity, and e is the Earth's rotation angular velocity, and represents the derivatives of V, γ and ψ, μ is the Earth's gravitational constant, and m is the mass of the boost-glide vehicle.

[0066] S2: Analyzing the constraints imposed on the boost-glide aircraft according to the three-degree-of-freedom center-of-mass dynamic equation of the boost-glide aircraft to obtain analysis results;

[0067] The constraints imposed on the boost-glide aircraft mainly include endpoint constraints, path constraints and geographical constraints.

[0068] Optionally, the endpoint constraint includes an initial constraint and a terminal constraint, and the initial constraint is expressed by the following formula:

[0069]

[0070] The terminal constraint is expressed by the following formula:

[0071]

[0072] Among them, r0, θ0, φ0, V0, γ0, ψ0 represent the required geocentric distance, longitude, latitude, speed, track inclination and track deviation at the initial time, respectively. f ,h f ,V f They represent the distance from the center of the earth, the height, and the speed required at the terminal time respectively; t0 is the initial time, t f For the terminal moment.

[0073] Optionally, the path constraints include stagnation point heat flux density constraints, dynamic pressure constraints, overload constraints and balanced gliding constraints;

[0074] The stagnation point heat flux constraint is:

[0075]

[0076] The dynamic pressure constraint is:

[0077]

[0078] The overload constraints are:

[0079]

[0080] The equilibrium gliding constraint is:

[0081]

[0082] in, is the constraint value of heat flux density, V is the target speed of the boost-glide vehicle, ρ is the heat flux density, c Q is the heat flux constant, is the maximum constraint value of heat flux density, q is the dynamic pressure limit, q max is the maximum dynamic pressure limit, N is the tolerable overload, L is the lift force on the target, D is the drag force on the target, m is the mass of the boost-glide vehicle, g is the acceleration due to gravity, and N max is the maximum tolerable overload, σ EGC is a constant roll angle, V represents the target velocity of the boost-glide vehicle, r represents the radius vector from the center of the earth to the target center of mass, and γ is the target track inclination angle.

[0083] S3: Obtaining the target motion trajectory and regularity of the maneuvering characteristics of the boost-glide aircraft based on the three-degree-of-freedom center-of-mass dynamics equation of the boost-glide aircraft and the analysis results;

[0084] S31: Establish the reduced-order dynamic equations of boost-glide vehicles with dimensionless energy as the independent variable;

[0085] Alternatively, the reduced-order boost-glide vehicle dynamics equation is:

[0086]

[0087] in, represents the derivative of the track inclination angle, the subscript E represents the parameter with dimensionless energy as the independent variable, C L is the target lift coefficient, C D is the target drag coefficient, represents dimensionless velocity, ψ is target track deviation angle, φ is latitude, σ is target roll angle, and denote the derivatives of φ and ψ respectively.

[0088] Define the optimal index J as:

[0089] J=-φ(E f )+k θ θ b +k u u b

[0090] Where φ is the latitude, E f represents the terminal energy, k θ Represents the weight coefficient, k u represents the weight coefficient, θ b Indicates the degree of satisfaction of the terminal accuracy index, u b To increase the smoothness of control.

[0091] S32: solving the target trajectory planning of the gliding aircraft using the SCP method according to the reduced-order boost-glide aircraft dynamics equation;

[0092] When analyzing the target motion trajectory: First, according to the reentry conditions, a large angle of attack is used in the initial stage of the gliding reentry, so that the trajectory is quickly pulled up and leaves the high heat flow area as soon as possible to enter the balanced gliding state; secondly, after entering the balanced gliding state, the angle of attack is linearly transitioned to the angle of attack with the maximum lift-to-drag ratio to increase the gliding distance and improve the maneuverability during gliding; then, according to the various constraints and angle of attack schemes, the reentry corridor (HV form) is calculated, and the reference HV profile is planned in the corridor. The state parameters (altitude, speed, ballistic inclination, range) and control quantity (roll angle) under the profile are solved to ensure that the roll angle is within the constraint range; finally, the shape of the reference profile is used to meet the range requirements, and the inversion logic of the roll angle determines the lateral movement so that it meets the constraints of the terminal position and direction angle. The altitude-speed gliding reentry corridor is as follows: Figure 3 shown.

[0093] The ballistic modes of gliding aircraft can be divided into non-jumping ballistics, ballistics that jump outside the balanced gliding corridor, and ballistics that jump within the balanced gliding corridor. Based on the above-mentioned motion trajectory analysis method of gliding aircraft targets, the height and overload curves of the three longest-range ballistic modes are analyzed, as shown in the figure. Figure 4 and Figure 5 shown.

[0094] It can be seen that a hopping trajectory significantly increases glide distance. Trajectory hopping outside the equilibrium glide corridor has the longest glide distance, while non-hopping trajectory has the shortest glide distance. Furthermore, the maneuvering overload during the glide phase is relatively small, with peak overload occurring at the initial stage of reentry and at the trough of the hopping trajectory.

[0095] The maneuvering rules under the three longest range ballistic modes are analyzed, such as Figure 6 shown.

[0096] It can be found that the lateral maneuverability of the gliding vehicle is not strong. Although the jumping trajectory can increase the gliding distance, it will reduce the lateral maneuvering range and the lateral maneuverability in the initial gliding stage. The jumping trajectory within the balanced gliding corridor can increase the lateral maneuverability while increasing the gliding distance.

[0097] The reentry reachable boundaries of gliding vehicle targets under three ballistic modes are analyzed, such as Figure 7 shown.

[0098] S33: Analyze the changing pattern of the re-entry reachable area of ​​the glider under dynamic conditions according to the target trajectory planning of the glider, and obtain the regularity of the maneuverability characteristics of the boost-glide aircraft.

[0099] The four reachable boundaries that increase along the longitudinal range represent, respectively, the near bound of a non-jumping trajectory, the far bound of a non-jumping trajectory, the far bound of a jumping trajectory within the equilibrium glide corridor, and the far bound of a jumping trajectory outside the equilibrium glide corridor. It can be seen that when the trajectory does not jump, the lateral maneuvering bound increases with increasing trajectory range, while the longitudinal bound follows an arc-like pattern with lateral range. When the trajectory jumps, the lateral maneuvering bound reaches its maximum at the far bound of a jumping trajectory within the equilibrium glide corridor. For the same range, the maneuvering bound for a non-jumping trajectory is relatively large.

[0100] The changing rules of the re-entry reachable area of ​​the glider in dynamic conditions are analyzed. The reachable area changes with the track nodes as follows: Figure 8 shown.

[0101] The four reachable boundaries that increase along the longitudinal range represent, respectively, the near bound of a non-jumping trajectory, the far bound of a non-jumping trajectory, the far bound of a jumping trajectory within the equilibrium glide corridor, and the far bound of a jumping trajectory outside the equilibrium glide corridor. It can be seen that when the trajectory does not jump, the lateral maneuvering bound increases with increasing trajectory range, while the longitudinal bound follows an arc-like pattern with lateral range. When the trajectory jumps, the lateral maneuvering bound reaches its maximum at the far bound of a jumping trajectory within the equilibrium glide corridor. For the same range, the maneuvering bound for a non-jumping trajectory is relatively large.

[0102] The changing rules of the re-entry reachable area of ​​the glider in dynamic conditions are analyzed. The reachable area changes with the track nodes as follows: Figure 9 shown.

[0103] As can be seen, total flight energy is limited. Due to the drag of the target during flight, this energy is reduced. As the target flies along its trajectory, the area it can cover gradually decreases. Therefore, by continuously tracking the motion state of the glider target and estimating the flight energy and lift-to-drag ratio, it is possible to achieve real-time estimation of the dynamic reachable area along the route.

[0104] S4: Based on the regularity of the target motion trajectory and maneuvering characteristics of the boost-glide aircraft, an intention inference method based on the combination of short-term state intention and long-term purpose intention is adopted to predict the flight trajectory and motion trend of the glider aircraft's short-term intention and long-term purpose intention in real time to determine the interception plan.

[0105] Based on the above analysis of the regularity of glide vehicle trajectory and maneuverability, it can be found that although glide vehicles can perform extensive maneuvers and hop trajectories, their maneuvering trajectories exhibit certain regular characteristics, and due to energy constraints, their dynamically accessible range gradually decreases during flight. Therefore, an intention inference method based on a combination of short-term state intention and long-term goal intention can be used to predict the glide vehicle's short-term and long-term flight trajectory and motion trends in real time. This allows for interception during the target's hop-and-descent or circuitous return phase, thus addressing the problem of excessive energy consumption by interceptor missiles due to the target's repeated hops and frequent maneuvers.

[0106] Short-term state intention: Based on the analysis of the target's trajectory characteristics, the target's control parameters (angle of attack, roll angle) change in a specific and simple pattern within a shorter prediction period. Therefore, by identifying the target control parameters and combining the tracking information of the target's motion state for state extrapolation, higher prediction accuracy can be achieved within a shorter prediction period.

[0107] Long-term objective intent: The attack range of a gliding aircraft target must be within the dynamically reachable area of ​​its flight path. The analysis in step 2 shows that the target's dynamically reachable area gradually decreases along the flight path. Furthermore, the target's lateral and longitudinal maneuvering ranges are correlated and limited, exhibiting circuitous maneuvers. Therefore, by estimating the dynamically reachable area along the gliding target's path in real time and combining it with an analysis of the importance of multiple targets within the defense zone, a comprehensive inference of the gliding target's long-term motion trends can be made.

[0108] Interception schemes based on target maneuvering patterns and flight intentions are as follows: Figure 9 shown.

[0109] Optionally, the step S32 includes:

[0110] First, according to the reentry conditions, a large angle of attack is adopted in the initial stage of gliding reentry to make the trajectory pull up quickly and leave the high heat flow area as soon as possible to enter the balanced gliding state; secondly, after entering the balanced gliding state, the angle of attack is linearly transitioned to the angle of attack with the maximum lift-to-drag ratio to increase the gliding distance and improve the maneuverability during gliding; then, according to various constraints and angle of attack schemes, the reentry corridor is calculated, and a reference HV profile is planned within the corridor. The state parameters and control quantities under the profile are solved to ensure that the roll angle is within the constraint range; finally, the shape of the reference profile is used to meet the range requirements, and the inversion logic of the roll angle determines the lateral movement so that it meets the constraints of the terminal position and direction angle; wherein, the state parameters of the reference HV profile planned within the corridor include: altitude, speed, ballistic inclination angle and range; the control quantities under the reference HV profile planned within the corridor include the roll angle.

[0111] Optionally, the real-time prediction of the short-term intention of the glider vehicle target includes:

[0112] By identifying the target control parameters and combining the tracking information of the target motion state with state extrapolation, the target short-term intention within a shorter prediction period is obtained.

[0113] Optionally, the real-time prediction of the long-term purpose of the gliding aircraft includes:

[0114] By estimating the dynamic reachable area along the gliding target in real time and combining it with the importance analysis of multiple targets in one's own defense zone, a comprehensive inference is made on the long-term movement trend of the gliding target.

[0115] In order to verify the effectiveness of the invented interception method based on gliding vehicle target maneuverability analysis and intention inference, the designed algorithm was executed using the Matlab simulation platform.

[0116] The planned glide target altitude-speed glide reentry corridor is as follows: Figure 3As shown, the height, overload, maneuvering rules and re-entry reachable boundaries of the three longest range ballistic modes are analyzed as follows Figure 7 As shown, it can be found that the jumping trajectory can significantly increase the gliding distance; the maneuvering overload in the gliding section is relatively small; the lateral maneuverability of the gliding vehicle is not strong. Although the jumping trajectory can increase the gliding distance, it will reduce the lateral maneuvering range and the lateral maneuverability in the initial gliding section; when the trajectory does not jump, the boundary of the lateral maneuver increases with the increase of the ballistic range, and the longitudinal boundary changes in an arc shape with the lateral range. When the trajectory jumps, the boundary of the lateral maneuver reaches a maximum value at the far boundary of the jumping trajectory in the balanced gliding corridor; under the same range, the maneuvering boundary of the non-jumping trajectory is relatively large. The results of analyzing the changing law of the re-entry reachable area of ​​the gliding vehicle under dynamic conditions are shown in the figure below. Figure 8 As shown in , it can be found that as the target flies along the trajectory, the reachable area it can cover gradually becomes smaller. The interception scheme based on the target maneuvering law and flight intention is as follows Figure 9 As shown, the interception idea is to intercept the gliding target in the jumping and descending section or the roundabout section based on the target's long-term purpose intention and short-term state intention.

[0117] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An interception method based on glider target maneuverability analysis and intention inference, characterized in that: include: S1: Establish the three-degree-of-freedom center-of-mass dynamic equations of the boost-glide vehicle in the ballistic coordinate system; S2: Analyzing the constraints imposed on the boost-glide aircraft according to the three-degree-of-freedom center-of-mass dynamic equation of the boost-glide aircraft to obtain analysis results; S3: Obtaining the target motion trajectory and regularity of the maneuvering characteristics of the boost-glide aircraft based on the three-degree-of-freedom center-of-mass dynamics equation of the boost-glide aircraft and the analysis results; S4: Based on the regularity of the target motion trajectory and maneuvering characteristics of the boost-glide vehicle, an intention inference method based on a combination of short-term state intention and long-term goal intention is used to predict the flight trajectory and motion trend of the glider vehicle's short-term and long-term goal intentions in real time to determine an interception plan; In step S2, the analysis results include: The constraints imposed on the boost-glide aircraft mainly include endpoint constraints, path constraints and geographical constraints; The endpoint constraints include initial constraints and terminal constraints. The initial constraints are expressed by the following formula: The terminal constraint is expressed by the following formula: in, They represent the required geocentric distance, longitude, latitude, speed, track inclination and track deviation at the initial moment respectively. They represent the distance from the center of the earth, the altitude, and the speed required at the terminal moment respectively; is the initial moment, is the terminal moment; The path constraints include stagnation point heat flux density constraint, dynamic pressure constraint, overload constraint and balanced gliding constraint; The stagnation point heat flux constraint is: The dynamic pressure constraint is: The overload constraints are: The equilibrium gliding constraint is: in, is the constraint value of heat flux density, To boost the glider's target speed, is the heat flux density, is the heat flux constant, is the maximum constraint value of heat flux density, is the dynamic pressure limit, is the maximum dynamic pressure limit, To withstand overload, L The lift force on the target, D The resistance to the goal, m To boost the mass of the glider, g is the acceleration due to gravity, is the maximum tolerable overload, is the constant tilt angle, V represents the target speed of the boost-glide vehicle, r represents the radius vector from the center of the earth to the center of mass of the target, γ is the target track inclination; The step S3 comprises: S31: Establish the reduced-order dynamic equations of boost-glide vehicles with dimensionless energy as the independent variable; S32: solving the target trajectory planning of the gliding aircraft using the SCP method according to the reduced-order boost-glide aircraft dynamics equation; S33: Analyze the changing pattern of the re-entry reachable area of ​​the glider under dynamic conditions according to the target trajectory planning of the glider, and obtain the regularity of the maneuverability characteristics of the boost-glide aircraft.

2. The interception method based on glider target maneuverability analysis and intention inference according to claim 1 is characterized in that: In step S1, the three-degree-of-freedom center-of-mass dynamic equation of the boost-glide aircraft is: in, V represents the target speed of the boost-glide vehicle, γ is the target track inclination, is the target track deviation angle, is the target roll angle, r represents the radius vector from the center of the earth to the center of mass of the target, is the latitude, L The lift force on the target, D The resistance to the goal, is the Earth's rotation angular velocity, , and express V , γ and The derivative of is the Earth's gravitational constant, m To boost the mass of the glider.

3. The interception method based on glider target maneuverability analysis and intention inference according to claim 1 is characterized in that: The reduced-order boost-glide vehicle dynamics equation is: in, Denotes the derivative of the track inclination, subscript E represents a parameter with dimensionless energy as the independent variable, is the target lift coefficient, is the target drag coefficient, represents the dimensionless velocity, is the target track deviation angle, is the latitude, is the target roll angle, and Respectively and The derivative of .

4. The interception method based on glider target maneuverability analysis and intention inference according to claim 1 is characterized in that: The step S32 includes: First, according to the reentry conditions, a large angle of attack is adopted in the initial stage of gliding reentry to make the trajectory pull up quickly and leave the high heat flow area as soon as possible to enter the balanced gliding state; secondly, after entering the balanced gliding state, the angle of attack is linearly transitioned to the angle of attack with the maximum lift-to-drag ratio to increase the gliding distance and improve the maneuverability during gliding; then, according to various constraints and angle of attack schemes, the reentry corridor is calculated, and a reference HV profile is planned within the corridor. The state parameters and control quantities under the profile are solved to ensure that the roll angle is within the constraint range; finally, the shape of the reference profile is used to meet the range requirements, and the inversion logic of the roll angle determines the lateral movement so that it meets the constraints of the terminal position and direction angle; wherein, the state parameters of the reference HV profile planned within the corridor include: altitude, speed, ballistic inclination angle and range; the control quantities under the reference HV profile planned within the corridor include the roll angle.

5. The interception method based on glider target maneuverability analysis and intention inference according to any one of claims 1 to 4, characterized in that: Real-time prediction of the short-term intentions of a glider target includes: By identifying the target control parameters and combining the tracking information of the target motion state with state extrapolation, the target short-term intention within a shorter prediction period is obtained.

6. The interception method based on glider target maneuverability analysis and intention inference according to any one of claims 1 to 4, characterized in that: Real-time prediction of the long-term intentions of a glider vehicle includes: By estimating the dynamic reachable area along the gliding target in real time and combining it with the importance analysis of multiple targets within one's own defense zone, a comprehensive inference is made on the long-term movement trend of the gliding target.

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