Anti-rudder deviation system during target continuous high-G maneuvering and its design and use method

Abstract

The present invention discloses a rudder deviation prevention system for a target during continuous large overload maneuvers and a design and use method thereof. The rudder deviation prevention system comprises a target control overload command control system, a target missile control system and an instruction correction system. The target control overload command control system is used to input a target program-controlled overload instruction of the target into the target missile control system. yc1 ; The control system on the target missile is used for the target program-controlled overload command, and processes the target program-controlled overload command to obtain the pitch rudder deflection command δ for the target missile body to be launched c ; The command correction system is used to receive the pitch rudder deviation command δ c , and the pitch rudder deflection command δ c Make corrections and get the control gain K of the corrected system f and through the control gain K f Programmable overload command n for target yc1 Correction; This system performs online repair of the target overload command to ensure that the rudder deviation of the target will not fall too deep into the limit value during continuous high-overload maneuvers, which can effectively ensure the flight safety of the target and has the characteristics of good repair effect and high safety.

Description

Technical Field

[0001] The invention relates to the field of aerospace technology, and in particular to a rudder deviation prevention system for a target during continuous high-overload maneuvers and a design and use method thereof. Background Art

[0002] The target is to simulate the high maneuverability of a fighter. If the target's balance rudder is large but the control stability ratio is small, then the pitch rudder deflection angle required for continuous high-overload maneuvers will be large; however, due to aerodynamic and structural constraints, the servo deflection is limited, and the target is prone to pitch rudder saturation during maneuvers; therefore, affected by the physical constraint of the maximum rudder deflection, the target's control system performance will be reduced, and even the system will experience large oscillations or divergence. For example, during a high-overload maneuver, the target completes the corresponding maneuvering task by tracking the overload command, but the output rudder deflection control command δ is too large when tracking the overload command. c It may exceed the normal deflection range and enter the saturation area, and the control system will have a reverse deviation δ c Gradually exit from the saturation zone. The deeper you enter the saturation zone, the longer it takes to exit the saturation zone. During this period, the rudder deviation remains at the extreme rudder deviation position and cannot be immediately changed in the opposite direction of the overload deviation. At this time, the system is like losing control, causing the control performance to deteriorate and even causing the target to become unstable.

[0003] Therefore, ensuring the flight safety of the target is the top priority of the target flight mission. However, how to ensure that the rudder deviation will not exceed the maximum rudder deviation limit for a long time when the target continues to maneuver with high overload is a key technology in target development.

[0004] However, in the current existing technologies, there is no relevant technology that can solve the problem of controlling the rudder deviation so that it will not exceed the maximum rudder deviation limit for a long time when the target is continuously maneuvering with high overload, thereby effectively ensuring the flight safety of the target. Therefore, it is urgently necessary to design a rudder deviation prevention system for the target when it is continuously maneuvering with high overload, and a design and use method thereof, so as to solve the problem in the above-mentioned existing technologies that the rudder deviation reaches the limit position for a long time during the target's continuous high overload maneuvering, thereby causing loss of control. Summary of the invention

[0005] In view of the above-mentioned problems, the present invention aims to provide a system for preventing rudder deviation when the target is maneuvering with continuous high overload, and a design and use method thereof. When in use, the system performs online repair of the target overload command, thereby ensuring that the rudder deviation of the target will not fall too deep into the limit value during continuous high overload maneuvers, which can effectively ensure the flight safety of the target and has the characteristics of good repair effect and high safety.

[0006] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0007] The anti-rudder deviation system when the target continuously maneuvers with large overload, the anti-rudder deviation system includes a target control overload command control system, a target missile control system and a command correction system, wherein

[0008] The target control overload command control system is used to input the target program-controlled overload instruction of the target into the target missile control system. yc1 ;

[0009] The target missile control system is used to receive the target program-controlled overload command of the target control overload command control system, and process the target program-controlled overload command to obtain the pitch rudder deflection command δ of the target missile body. c ;

[0010] The command correction system is used to receive the pitch rudder deviation command δ output by the control system on the target missile c , and the pitch rudder deflection command δ c Make corrections and get the control gain K of the corrected system f , and through the control gain K f The target control overload command control system outputs the target program-controlled overload command n yc1 Make corrections to obtain the corrected overload instruction n yc , and the n yc Serves as input command for the target missile's onboard control system.

[0011] Preferably, the control system structure on the target missile includes an overload control loop subsystem and an autopilot loop subsystem, wherein

[0012] The overload control loop subsystem is used to receive the target program-controlled overload instruction n of the target control overload command control system. yc1 and the overload instruction n corrected by the instruction correction system yc , and use the normal overload feedback loop to control the gain K ny , pseudo angle of attack feedback loop control gain K α and the angular rate feedback loop control gain K ω The target program-controlled overload command is processed to obtain the pitch rudder deflection command δ for the target missile launch c ;

[0013] Wherein, the autopilot loop subsystem includes a pitch angle rate feedback loop and a pseudo angle of attack feedback loop.

[0014] Preferably, the correction process of the instruction correction system structure includes:

[0015] When receiving the pitch rudder deflection command δ calculated by the missile control system c The rudder deflection command after limiting is δ clim After that, the overload instruction correction amount is obtained:

[0016] Δn yc =(|δ c |-|δ clim |)*K f (1)

[0017] The corrected overload instruction is:

[0018] n yc =n yc1 -Δn yc (2).

[0019] Preferably, the limited pitch rudder deflection instruction δ clim The process of obtaining includes:

[0020] (1) Pitch rudder deflection command δ calculated by the missile control system c ;

[0021] (2) If the pitch rudder deflection command δ c ≥ Maximum rudder deviation command δ max When clim =δ max , that is, the limited pitch rudder deflection command δ clim is the maximum rudder deflection command δ max ;

[0022] (3) If the pitch rudder deflection command δ c <Maximum rudder deflection command δ max And > minimum rudder deflection command δ min When clim =δ c , that is, the limited pitch rudder deflection command δ clim is the pitch rudder deflection command δ c ;

[0023] (4) If the pitch rudder deflection command δ c <Maximum rudder deflection command δ max And ≤ minimum rudder deviation command δ min When clim =δ min , that is, the limited pitch rudder deflection command δ clim is the minimum rudder deflection command δ min .

[0024] Preferably, the control gain K f The determination process includes

[0025] The aerodynamic characteristics of the target change with the different states of the target. The pitch moment of the longitudinal channel is mainly composed of two parts, and the pitch moment coefficient satisfies the following formula:

[0026]

[0027] In the formula, is the derivative of the pitching moment coefficient with respect to the angle of attack and the derivative with respect to the rudder deflection;

[0028] The target stability ratio is a measure of its maneuverability and stability, and its expression is as follows:

[0029]

[0030] When the target stability ratio is small, it can be seen from equations (3) and (4) that when the angle of attack is constant, the same pitch moment is generated. The smaller the stability ratio is, the greater the required rudder deflection is. The target stability ratio changes significantly with the Mach number. The stability ratio of this target decreases sharply in the transonic stage. The Mach number during the maneuver is about 0.7 to 0.9. As the Mach number increases, the pitch rudder deflection command |δ c | is larger, and it is easier to fall into rudder saturation; at this time, the control gain K f It should also increase to generate more overload instruction correction to reduce the overload instruction; therefore, K f is a set of interpolation tables that interpolate with Mach number.

[0031] A method for preventing a rudder deviation system when a target continuously maneuvers with a large overload, comprising:

[0032] Step 1: Determine the target channel rudder deviation command limit range

[0033] Set the limit pitch rudder deflection range to ±22°; the roll rudder deflection range to ±6°;

[0034] Step 2: Design the onboard control system for the target

[0035] The control system circuit on the target missile is designed to include an overload control loop and an autopilot loop, wherein the autopilot loop includes a stabilization loop and a normal overload feedback loop used in conjunction with each other, wherein the stabilization loop includes a pitch angle rate feedback loop and a pseudo angle of attack feedback loop;

[0036] Step 3: Design the control gain K of the command correction system according to the aerodynamic characteristics of targets at different speeds f .

[0037] The beneficial effects of the present invention are as follows: the present invention discloses a rudder deviation prevention system for a target during continuous high-overload maneuvers and a design and use method thereof. Compared with the prior art, the present invention has the following improvements:

[0038] Aiming at the problem that the rudder reaches the limit position for a long time during the target's continuous high-overload maneuvering, thus causing loss of control, a rudder deviation prevention system for the target's continuous high-overload maneuvering and a design and use method thereof are proposed. When the rudder deviation control command output during the target's continuous high-overload maneuvering is prone to exceed the rudder deviation command limit value and reach saturation, an instruction generator is designed to correct the maneuvering overload command online to ensure that the rudder deviation during the target's continuous high-overload maneuvering will not be out of control due to the inability to exit from the limit value for a long time, thereby ensuring flight safety during the maneuvering. The present invention has the advantages of being simple and reliable in working mode, and the instruction correction method is easy to operate and has obvious effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 This is the control structure block diagram of the traditional target program-controlled overload instruction.

[0040] Figure 2 The structure block diagram of the anti-rudder deviation system of the target during continuous high-overload maneuvers of the present invention.

[0041] Figure 3 It is a structural block diagram of the control system on the target missile of the present invention.

[0042] Figure 4 is the pitch rudder deflection instruction δ after limiting the amplitude of the present invention clim Obtaining flow chart.

[0043] Figure 5 It is the normal overload program control instructions and normal overload curve of the maneuvering phase of the traditional target flight test.

[0044] Figure 6 This is the rudder command curve before and after the limiting of the maneuvering phase of the traditional target flight test.

[0045] Figure 7 The invention discloses a normal overload program control instruction, a correction instruction and a normal overload curve for the maneuvering phase of the target flight test.

[0046] Figure 8 It is the rudder deflection command curve before and after the limiting of the maneuvering section of the target flight test of the present invention. DETAILED DESCRIPTION

[0047] In order to enable those skilled in the art to better understand the technical solution of the present invention, the technical solution of the present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0048] The design principle of the traditional target program-controlled overload control structure diagram is as follows Figure 1 As shown:

[0049] from Figure 1 It can be seen that the target's program-controlled overload instruction is n yc1, directly enter the missile control system, the missile control system controls the target maneuvering flight according to the pre-designed control law; when the target continues to maneuver with a large overload, a large angle of attack is required and the Mach number will change greatly. If the corresponding aerodynamic characteristics at this time are low in the control stability ratio and large in the balance rudder, the fixed overload command set by the program is continuously tracked, and the calculated pitch rudder deviation command may exceed the rudder deviation command limit value. The command enters the saturation zone for a long time due to the limitation of the maximum rudder deviation; when the maneuver ends, the overload command is no longer the program-controlled overload command n yc1 However, due to the integral accumulation of the calculation, the servo still remains at the limit command position, and the target loses control;

[0050] Therefore, the design is as shown in this embodiment Figure 2 The structural block diagram of the anti-rudder deviation system when the target continues to maneuver with high overload is shown in Figure 2 It can be seen that the instruction generator is based on the control rudder offset δ currently solved by the target c and the maximum position that the pitch rudder can reach δ max , δ min The deviation is designed to modify the program control instruction, and the execution instruction output by the instruction generator is n yc , n yc The on-board control system is entered for the real-time available overload capacity of the target at this time. The on-board control system controls the target flight according to the pre-designed control law. According to this control, the deviation between the control rudder deflection solved by the target and the limit rudder deflection will not be too large. When a reverse overload command deviation occurs, the control rudder deflection can quickly exit the saturation area and respond to the new overload command again, which will not cause the target to lose control.

[0051] Embodiment 1: refer to the attached Figure 1-8 The design method of a rudder deviation prevention system for a target during continuous high-G maneuvering shown in the figure specifically includes:

[0052] Step 1: Design and determine the target channel rudder deviation command limit range

[0053] During the target flight, due to the limitation of the rudder deflection range of the servo, the rudder deflection range of the horizontal tail is ±30°. Since the horizontal tail acts in unison to perform pitch rudder deflection and the horizontal tail acts differentially to perform roll rudder deflection, reasonable rudder distribution is required to meet the control system requirements. In order to avoid full deflection of the servo, the available rudder deflection limit value of the single-chip rudder is selected as ±28°. Since the BTT control method is adopted when the target makes large maneuvers, the overload capacity is mainly generated by the longitudinal plane, and a larger pitch rudder deflection angle is required during the maneuver to control the normal movement of the target. Therefore, the pitch rudder deflection range is limited to ±22°; the roll rudder deflection range is ±6°.

[0054] Step 2: Design the onboard control system for the target

[0055] like Figure 3As shown in the figure, the control system circuit on the target missile is designed to include an overload control loop and an autopilot loop. The pitch channel normal overload autopilot adopts Figure 3 The autopilot loop structure shown includes a stabilization loop and a normal overload feedback loop that cooperate with each other, wherein the stabilization loop includes a pitch rate feedback loop and a pseudo angle of attack feedback loop;

[0056] Firstly, the control parameters of the overload control loop of the control system on the target missile are designed. Through the pole configuration method, the control gain K of the normal overload feedback loop at different heights and speeds is simultaneously completed. ny , pseudo angle of attack feedback loop control gain K α and the angular rate feedback loop control gain K ω Selection of

[0057] Step 3: Design the control gain K of the command correction system according to the aerodynamic characteristics of targets at different speeds f

[0058] The pitch rudder deflection command calculated by the control system on the target missile is δ c , the rudder deflection command after limiting is δ clim , δ c With δ clim The relationship is as Figure 4 As shown; therefore, the overload instruction correction amount is:

[0059] Δn yc =(|δ c |-|δ clim |)*K f (1)

[0060] The corrected overload instruction is:

[0061] n yc =n yc1 -Δn yc (2)

[0062] Depend on Figure 4 It can be seen that |δ c |-|δ clim |≥0, and the overload instruction correction amount is negative feedback, then K f It should be a positive value during design;

[0063] At the same time, due to the different states of the target, the aerodynamic characteristics will also change accordingly. The pitch moment of the longitudinal channel is mainly composed of two parts, and the pitch moment coefficient satisfies the following formula:

[0064]

[0065] In the formula, is the derivative of the pitching moment coefficient with respect to the angle of attack and the derivative with respect to the rudder deflection;

[0066] The target stability ratio is a measure of its maneuverability and stability, and its expression is as follows:

[0067]

[0068] When the target stability ratio is small, it can be seen from equations (5) and (6) that when the angle of attack is constant, the same pitch moment is generated. The smaller the stability ratio is, the greater the required rudder deflection is. The target stability ratio changes significantly with the Mach number. The stability ratio of this target decreases sharply in the transonic stage. The Mach number during the maneuver is about 0.7 to 0.9. As the Mach number increases, the pitch rudder deflection command |δ c | is larger, and it is easier to fall into rudder saturation; at this time, the control gain K f It should also increase to generate more overload instruction correction to reduce the overload instruction; therefore, K f A set of interpolation tables can be designed to interpolate with the Mach number to match the maneuverability of the target under different states.

[0069] Embodiment 2: Different from Embodiment 1, the design method of the anti-rudder deviation system when the target continuously performs high-G maneuvers described in Embodiment 1 is used to obtain an anti-rudder deviation system capable of performing continuous high-G maneuvers of the target, such as Figure 2 As shown, the anti-rudder deviation system includes a target control overload command control system, a target missile control system and a command correction system, wherein

[0070] The target control overload command control system is used to input the target program-controlled overload instruction of the target into the target missile control system. yc1 ;

[0071] The target missile control system is used to receive the target program-controlled overload command of the target control overload command control system, and process the target program-controlled overload command to obtain the pitch rudder deflection command of the target missile body as δ c ;

[0072] The command correction system is used to receive the pitch rudder deviation command δ output by the control system on the target missile. c , and the pitch rudder deflection command δ c Correction is performed to obtain the control gain K of the corrected system f , the target control overload command control system outputs the target program-controlled overload command n yc1 Make corrections to obtain the corrected overload instruction n yc , and the n yc Serves as input command for the target missile's onboard control system.

[0073] Preferably, the control system structure on the target missile is as follows: Figure 3As shown, it includes an overload control loop subsystem and an autopilot loop subsystem, wherein

[0074] The overload control loop subsystem is used to receive the target program-controlled overload instruction n of the target control overload command control system. yc1 and the overload instruction n corrected by the instruction correction system yc , and use the normal overload feedback loop to control the gain K ny , pseudo angle of attack feedback loop control gain K α and the angular rate feedback loop control gain K ω The target program-controlled overload command is processed to obtain the pitch rudder deflection command for the target missile launch as δ c ;

[0075] The autopilot loop subsystem includes a pitch angle rate feedback loop and a pseudo angle of attack feedback loop, and its principle is as shown in the appendix of this application specification. Figure 3 shown.

[0076] Preferably, the instruction correction system structure is as follows: Figure 4 As shown, when in use, the specific process includes

[0077] When receiving the pitch rudder deflection command δ calculated by the missile control system c The rudder deflection command after limiting is δ clim After that, the overload instruction correction amount is obtained:

[0078] Δn yc =(|δ c |-|δ clim |)*K f (1)

[0079] The corrected overload instruction is:

[0080] n yc =n yc1 -Δn yc (2).

[0081] Preferably, the limited pitch rudder deflection instruction δ clim The process of obtaining includes:

[0082] (1) Pitch rudder deflection command δ calculated by the missile control system c ;

[0083] (2) If the pitch rudder deflection command δ c ≥ Maximum rudder deviation command δ max When clim =δ max , that is, the limited pitch rudder deflection command δ clim is the maximum rudder deflection command δ max ;

[0084] (3) If the pitch rudder deflection command δ c <Maximum rudder deflection command δ max And > minimum rudder deflection command δ min When clim =δ c , that is, the limited pitch rudder deflection command δ clim is the pitch rudder deflection command δ c ;

[0085] (4) If the pitch rudder deflection command δ c <Maximum rudder deflection command δ max And ≤ minimum rudder deviation command δ min When clim =δ min , that is, the limited pitch rudder deflection command δ clim is the minimum rudder deflection command δ min .

[0086] Preferably, due to the different states of the target, the aerodynamic characteristics of the target will also change accordingly. The pitch moment of the longitudinal channel is mainly composed of two parts, and the pitch moment coefficient satisfies the following formula:

[0087]

[0088] In the formula, is the derivative of the pitching moment coefficient with respect to the angle of attack and the derivative with respect to the rudder deflection;

[0089] The target stability ratio is a measure of its maneuverability and stability, and its expression is as follows:

[0090]

[0091] When the target stability ratio is small, it can be seen from equations (3) and (4) that when the angle of attack is constant, the same pitch moment is generated. The smaller the stability ratio is, the greater the required rudder deflection is. The target stability ratio changes significantly with the Mach number. The stability ratio of this target decreases sharply in the transonic stage. The Mach number during the maneuver is about 0.7 to 0.9. As the Mach number increases, the pitch rudder deflection command |δ c | is larger, and it is easier to fall into rudder saturation; at this time, the control gain K f It should also increase to generate more overload instruction correction to reduce the overload instruction; therefore, K f The result is a set of interpolation tables that interpolate with the Mach number.

[0092] Embodiment 3: Different from the above embodiments, in order to verify the credibility and effectiveness of the anti-rudder deviation system when the target continuously maneuvers with high overload as described in the above embodiments, the following experiment is designed for verification:

[0093] Without adopting the instruction correction method of embodiment 2 of the present invention, the normal overload program control instruction and normal overload curve of the maneuvering phase of the target flight test are as follows: Figure 5 As shown in the figure, the rudder deflection command curve before and after the maneuvering section is as follows: Figure 6 As shown, from Figure 5 It can be seen that the programmed overload command of the maneuver is 6g. Although the overload command is no longer 6g after the maneuver, the normal overload is still maintained at around 5g for about 3s. This is because the pitch rudder deflection is limited, and the deviation between the command and the actual normal overload is large. The calculated rudder deflection command far exceeds the limit value, and the control amount δ c It will gradually exit the saturation zone, but because the accumulated value of the integral term is very large, it will take some time for the rudder deflection command to gradually exit the saturation zone, such as Figure 6 As shown in the figure, during the period of exiting the saturation zone, the target pitch rudder deviation still remains at δ clim Therefore, the target cannot respond to the normal overload command after the maneuver is completed and is in an out-of-control state;

[0094] from Figure 7 , Figure 8 It can be seen that, by using the instruction correction system described in Embodiment 2 of the present invention, |δ c |≥|δ clim |The time-controlled overload command will be reduced due to the correction, thereby reducing the deviation between the normal overload command and the actual normal overload; the depth of the rudder deflection command falling into the saturation zone will be greatly reduced, and when a reverse deviation occurs, the rudder deflection command will also quickly exit the saturation zone to respond to other command signals. It can be seen from the results that this method is effective and has high engineering value.

[0095] The above shows and describes the basic principles, main features and advantages of the present invention. It should be understood by those skilled in the art that the present invention is not limited to the above embodiments, and the above embodiments and descriptions are only for explaining the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, which fall within the scope of the present invention to be protected. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. The anti-rudder deviation system during the target's continuous high-G maneuvering is characterized by: It includes target control overload command control system, target missile control system and command correction system. The target control overload command control system is used to input the target program-controlled overload instruction of the target into the target missile control system. yc1 ; The target missile control system is used to receive the target program-controlled overload command of the target control overload command control system, and process the target program-controlled overload command to obtain the pitch rudder deflection command δ of the target missile body. c ; The command correction system is used to receive the pitch rudder deviation command δ output by the control system on the target missile c , and the pitch rudder deflection command δ c Make corrections and get the control gain K of the corrected system f , and through the control gain K f The target control overload command control system outputs the target program-controlled overload command n yc1 Make corrections to obtain the corrected overload instruction n yc , and the n yc As input command to the control system on the target missile; The correction process of the instruction correction system includes: When receiving the pitch rudder deflection command δ calculated by the missile control system c The rudder deflection command after limiting is δ clim After that, the overload instruction correction amount is obtained: Δnyc=(δc|-|δclim|)*Kf (1) The corrected overload instruction is: n yc =n yc1 -Δn yc (2); The limited pitch rudder deflection instruction δ clim The process of obtaining includes: (1) Pitch rudder deflection command δ calculated by the missile control system c ; (2) If the pitch rudder deflection command δ c ≥ Maximum rudder deviation command δ max When clim =δ max , that is, the limited pitch rudder deflection command δ clim is the maximum rudder deflection command δ max ; (3) If the pitch rudder deflection command δ c <Maximum rudder deflection command δ max And > minimum rudder deflection command δ min When clim =δ c , that is, the limited pitch rudder deflection command δ clim is the pitch rudder deflection command δ c ; (4) If the pitch rudder deflection command δ c <Maximum rudder deflection command δ max And ≤ minimum rudder deviation command δ min When clim =δ min , that is, the limited pitch rudder deflection command δ clim is the minimum rudder deflection command δ min ; The control gain K f The determination process includes The aerodynamic characteristics of the target change with the different states of the target. The pitch moment of the longitudinal channel consists of two parts, and the pitch moment coefficient satisfies the following formula: In the formula, is the derivative of the pitching moment coefficient with respect to the angle of attack and the derivative with respect to the rudder deflection; The target stability ratio is a measure of its maneuverability and stability, and its expression is as follows: When the target stability ratio is small, it can be seen from equations (3) and (4) that when the angle of attack is constant, the same pitch moment is generated. The smaller the stability ratio is, the greater the required rudder deflection is. The target stability ratio changes significantly with the Mach number. The stability ratio of this target decreases sharply in the transonic stage. The Mach number during the maneuver is 0.7-0.

9. As the Mach number increases, the pitch rudder deflection command |δ c | is larger, and it is easier to fall into rudder saturation; at this time, the control gain K f It should also increase to generate more overload instruction correction to reduce the overload instruction; therefore, K f is a set of interpolation tables that interpolate with Mach number.

2. The anti-rudder deviation system for target continuous high-G maneuvering according to claim 1, characterized in that: The control system structure on the target missile includes an overload control loop subsystem and an autopilot loop subsystem, wherein The overload control loop subsystem is used to receive the target program-controlled overload instruction n of the target control overload command control system. yc1 and the overload instruction n corrected by the instruction correction system yc , and use the normal overload feedback loop to control the gain K ny , pseudo angle of attack feedback loop control gain K α and the angular rate feedback loop control gain K ω The target program-controlled overload command is processed to obtain the pitch rudder deflection command δ for the target missile launch c ; Wherein, the autopilot loop subsystem includes a pitch angle rate feedback loop and a pseudo angle of attack feedback loop.

3. A method for designing a rudder deviation prevention system for a target during continuous high-G maneuvering as claimed in claim 1, characterized in that: include Step 1: Determine the target channel rudder deviation command limit range Set the limit pitch rudder deflection range to ±22°; the roll rudder deflection range to ±6°; Step 2: Design the onboard control system for the target The control system circuit on the target missile is designed to include an overload control loop and an autopilot loop, wherein the autopilot loop includes a stabilization loop and a normal overload feedback loop used in conjunction with each other, wherein the stabilization loop includes a pitch angle rate feedback loop and a pseudo angle of attack feedback loop; Step 3: Design the control gain K of the command correction system according to the aerodynamic characteristics of targets at different speeds f .

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