Rocket projectile dive angle correction method based on wing deformation

Abstract

The invention relates to a rocket projectile dive angle correction method based on wing deformation, and belongs to the technical field of airborne fire control. Comprising the following steps: acquiring an aerial carrier Mach number and an aerial carrier vacuum speed through an airspeed tube; the atmospheric density is obtained through an atmospheric engine; rolling angular velocity and normal overload are obtained through inertial navigation; obtaining an original rocket projectile dive angle through a fire control task machine; the dynamic pressure is calculated based on the aerial carrier vacuum speed and the atmospheric density; calculating a maximum roll angle rate based on the dynamic pressure; calculating an aileron deflection angle based on the maximum roll angle rate and the roll angle velocity; total lift force is calculated based on dynamic pressure and normal overload; calculating a correction amount based on the dynamic pressure and the aerial carrier Mach number; calculating an elastic coefficient based on the dynamic pressure and the aerial carrier Mach number; calculating a deformation amount based on the elastic coefficient, the correction amount, the total lift force and the aileron deflection angle; and correcting the rocket projectile dive angle through the deformation. According to the method, a pilot can be helped to rapidly correct the rocket projectile dive angle, and the rocket projectile hit precision is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of airborne fire control, and in particular relates to a rocket dive angle correction method based on wing deformation. Background Art

[0002] The calculation accuracy of the rocket range is affected by many factors, including dive angle error, relative altitude error, launch speed error, target calibration accuracy, atmospheric environment, and pilot aiming error. Among them, the dive angle error is the factor that has a very significant impact on the range.

[0003] The rocket is suspended under the wing. When building a rocket model, the body coordinate system is generally used as a calculation reference. However, during the actual flight, the wing will have a certain degree of torsional deformation, especially when the carrier aircraft is maneuvering. There are many factors that affect the wing deformation, such as the carrier aircraft's mounting status, flight speed, flight altitude, flight attitude, overload, aileron deflection, etc. Due to the many influencing factors, it is difficult to calculate the dive angle error caused by wing deformation. However, this error has a significant impact on the range, so a correction method that can be solved in real time in the carrier aircraft mission aircraft is needed to improve the rocket's hit accuracy. Summary of the invention

[0004] The technical problems to be solved by the present invention are:

[0005] In order to avoid the deficiencies of the prior art, the present invention provides a method for correcting the dive angle of a rocket based on wing deformation, which is used to improve the hitting accuracy of the rocket by correcting the dive angle of the rocket.

[0006] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0007] A method for correcting a rocket's dive angle based on wing deformation, characterized by comprising:

[0008] The Mach number and true airspeed of the carrier aircraft are obtained through the pitot tube; the atmospheric density is obtained through the atmospheric machine; the roll angular velocity and normal overload are obtained through the inertial navigation; the original dive angle of the rocket is obtained through the fire control mission machine;

[0009] Calculate dynamic pressure based on true airspeed and atmospheric density of the carrier aircraft;

[0010] Calculate the maximum roll angular rate based on the dynamic pressure;

[0011] Calculate the aileron deflection angle based on the maximum roll angle rate and the roll angle velocity;

[0012] Calculate total lift based on dynamic pressure and normal overload;

[0013] Calculate the correction amount based on the dynamic pressure and the Mach number of the carrier aircraft;

[0014] Calculate the elastic coefficient based on the dynamic pressure and the Mach number of the carrier aircraft;

[0015] Calculate the deformation based on the elastic coefficient, correction, total lift, and aileron deflection angle;

[0016] Corrects the rocket's dive angle by the deformation amount.

[0017] A further technical solution of the present invention is as follows: the calculation of dynamic pressure based on the true airspeed of the carrier aircraft and the atmospheric density is specifically as follows:

[0018]

[0019] Among them, q is the dynamic pressure, ρ is the atmospheric density, and v is the true air speed of the carrier aircraft.

[0020] A further technical solution of the present invention is as follows: the calculation of the maximum roll angular rate based on dynamic pressure is specifically as follows:

[0021] ω max =a0+a1*cos(q*w)+b1*sin(q*w)+

[0022] a2*cos(2*q*w)+b2*sin(2*q*w)+a3*cos(3*q*w)+b3*sin(3*q*w)

[0023] Among them, a0, a1, a2, a3, b1, b2, b3, w are constants, ω max is the maximum roll angular rate.

[0024] A further technical solution of the present invention is as follows: the aileron deflection angle is calculated based on the maximum roll angular rate and the roll angular velocity, specifically:

[0025]

[0026] Where ω is the rolling angular velocity, is the aileron deflection angle.

[0027] A further technical solution of the present invention is as follows: the total lift is calculated based on the dynamic pressure and the normal overload, specifically:

[0028] C L =0.1677-2.398e-05q+0.5365n+8.783e-10q 2 -2.145e-05qn-9.139e-15q 3 +2.374e-10q 2 n

[0029] Where n is the normal overload, C L is the total lift.

[0030] A further technical solution of the present invention is as follows: the correction amount calculated based on the dynamic pressure and the Mach number of the carrier aircraft is specifically:

[0031] Δ0=-16.94+45.28Ma-0.0001142q-29.37Ma 2 -0.0005431qMa-6.124e-09q 2

[0032] Δ1=-0.1809+0.1334Ma-9.655e-05q

[0033] Δ2=-0.1669+0.1187Ma-6.967e-05q

[0034] Among them, Ma is the Mach number, and Δ0, Δ1, and Δ2 are correction values.

[0035] A further technical solution of the present invention is as follows: the elastic coefficient is calculated based on the dynamic pressure and the Mach number of the carrier aircraft, specifically:

[0036] κ=0.7507-0.02372Ma-0.1267q-0.009952Ma 2 -0.01102Maq

[0037] Here, κ is the elastic modulus.

[0038] A further technical solution of the present invention is as follows: the deformation amount is calculated based on the elastic coefficient, correction amount, total lift, and aileron deflection angle, specifically:

[0039] When the aileron is not deflected, the deformation τ is calculated using the following formula

[0040] τ=C L ×Δ2

[0041] When the aileron deflects, the deformation τ is calculated using the following formula

[0042]

[0043] A further technical solution of the present invention is as follows: the correction of the rocket dive angle by deformation is specifically:

[0044] θ=θ0+τ

[0045] Among them, θ0 is the rocket dive angle.

[0046] A computer system, characterized in that it comprises: one or more processors, and a computer-readable storage medium for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors implement the above-mentioned method.

[0047] The beneficial effects of the present invention are:

[0048] The present invention provides a rocket dive angle correction method based on wing deformation, which can help pilots quickly correct the rocket dive angle and improve the rocket's hitting accuracy. Compared with the prior art, it has the following advantages:

[0049] 1. Easy to use: This method can solve the dive angle correction of wing deformation by obtaining 6 parameters of the carrier aircraft, which is much less than the parameters used by building a model for solution, and can also meet the requirements of the fire control mission aircraft for solution accuracy.

[0050] 2. Fast calculation speed: This method can solve the wing deformation results with only 11 functions, which significantly shortens the time required by the model iteration integration method and can meet the real-time solution requirements of the fire control mission machine. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] The drawings are only for the purpose of illustrating particular embodiments and are not to be considered limiting of the present invention. Like reference symbols denote like components throughout the drawings.

[0052] Figure 1 The present invention is a flow chart of a method for correcting a rocket's dive angle based on wing deformation. DETAILED DESCRIPTION

[0053] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0054] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchangeable where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0055] The present invention provides a method for correcting the dive angle of a rocket based on wing deformation, such as Figure 1 As shown, the following steps are included:

[0056] Step 1: Information Acquisition

[0057] The aircraft fire control system obtains the aircraft Mach number Ma and the aircraft true air speed v through the pitot tube, obtains the atmospheric density ρ through the atmospheric machine, and obtains the roll angular velocity ω and normal overload n through the inertial navigation. z , the original rocket dive angle θ0 is obtained through the fire control mission machine;

[0058] Step 2: Calculate the aileron deflection angle

[0059] Use formula (1) to calculate the dynamic pressure q

[0060]

[0061] q—dynamic pressure, unit: Pa;

[0062] ρ—atmospheric density, kg / m 3 ;

[0063] v—aircraft true airspeed, m / s;

[0064] Then use formula (2) to calculate the maximum roll angular rate ω max

[0065]

[0066] ω max —Maximum roll angular rate, unit: ° / s;

[0067] q—dynamic pressure, unit: Pa;

[0068] w—constant, 5.58e-07;

[0069] a0—constant, -1.291e+14;

[0070] a1—constant, 1.936e+14;

[0071] b1—constant, 3.933e+12;

[0072] a2—constant, -7.739e+13;

[0073] b2—constant, -3.146e+12;

[0074] a3—constant, 1.289e+13;

[0075] b3—constant, 7.862e+11;

[0076] Finally, use formula (3) to calculate the aileron deflection angle

[0077] —Aileron deflection angle, unit: °;

[0078] ω—roll angular velocity, unit: ° / s;

[0079] ω max —Maximum roll angular rate, unit: ° / s;

[0080] Step 3: Calculate the total lift C L

[0081] Use formula (4) to calculate the total lift C L

[0082] C L =0.1677-2.398e-05q+0.5365n+8.783e-10q 2 -2.145e-05qn-9.139e-15q 3 +2.374e-10q 2 n(4)

[0083] q—dynamic pressure, unit: Pa;

[0084] n—overload, unit: g;

[0085] Step 4: Calculate the correction values ​​Δ0, Δ1, Δ2

[0086] Δ0=-16.94+ 45.28Ma-0.0001142 q-29.37Ma 2 -0.0005431qMa-6.124e-09q 2 (5)

[0087] Δ1=-0.1809+0.1334Ma-9.655e-05q(6)

[0088] Δ2=-0.1669+0.1187Ma-6.967e-05q(7)

[0089] Ma—Mach number, no unit;

[0090] q—dynamic pressure, unit: Pa;

[0091] Step 5: Calculate the elastic modulus κ

[0092] The elastic modulus κ is calculated using formula (8):

[0093] κ=0.7507-0.02372Ma-0.1267q-0.009952Ma 2 -0.01102Maq(8)

[0094] Ma—Mach number, no unit;

[0095] q—dynamic pressure, unit: Pa;

[0096] Step 6: Calculate the deformation τ

[0097] When the aileron is not deflected, the deformation τ is calculated using formula (9):

[0098] τ=C L ×Δ2(9)

[0099] When the aileron deflects, the deformation τ is calculated using formula (10):

[0100]

[0101] Step 7: Correct the rocket dive angle θ

[0102] Use formula (11) to calculate the rocket dive angle θ

[0103] θ=θ0+τ(11)

[0104] Embodiment 1:

[0105] Step 1: Information Acquisition

[0106] The aircraft fire control system obtains the aircraft Mach number Ma and the aircraft true air speed v through the pitot tube, obtains the atmospheric density ρ through the atmospheric machine, and obtains the roll angular velocity ω and normal overload n through the inertial navigation. z , the original rocket dive angle θ0 is obtained through the fire control mission machine;

[0107] For example, the Mach number obtained by the aircraft fire control system is 0.8ma, the true air speed is 256m / s, and the atmospheric density obtained by the atmospheric machine is 0.51361kg / m 3 The roll angular velocity of 10.6° / s and the normal overload of 1.2g were obtained through inertial navigation, and the rocket dive angle of -25° was obtained through the fire control mission aircraft.

[0108] Step 2: Calculate the aileron deflection angle

[0109] Use formula (1) to calculate the dynamic pressure q

[0110]

[0111] q—dynamic pressure, unit: Pa;

[0112] ρ—atmospheric density, kg / m 3 ;

[0113] v—aircraft true airspeed, m / s;

[0114] For example:

[0115] Then use formula (2) to calculate the maximum roll angular rate ω max

[0116] ω max =a1 exp(-((q-b1) / c1) 2 )+a2 exp(-((q-b2) / c2) 2 )+a3 exp(-((q-b3) / c3) 2 )(2)

[0117] ω max —Maximum roll angular rate, unit: ° / s;

[0118] q—dynamic pressure, unit: Pa;

[0119] a1—constant, 169.5;

[0120] b1—constant, 29430;

[0121] c1—constant, 18880;

[0122] a2—constant, 77.51;

[0123] b2—constant, 10570;

[0124] c2—constant, 7757;

[0125] a3—constant, 139.1;

[0126] b3—constant, 62400;

[0127] c3—constant, 10670;

[0128] For example:

[0129] ω max =169.5×exp(-((16829.972-29430) / 18880) 2 )+77.51×exp(-((16829.972-10570) / 7757) 2 )+139.1×exp(-((16829.972-62400) / 10670) 2 )=148.990

[0130] Finally, use formula (3) to calculate the aileron deflection angle

[0131]

[0132] —Aileron deflection angle, unit: °;

[0133] ω—roll angular velocity, unit: ° / s;

[0134] ω max —Maximum roll angular rate, unit: ° / s;

[0135] For example:

[0136]

[0137] Step 3: Calculate the total lift coefficient C L

[0138] Use formula (4) to calculate the total lift coefficient C L

[0139] C L =0.1677-2.398e-05q+0.5365n+8.783e-10q 2 -2.145e-05qn-9.139e-15q 3 +2.374e-10q 2 n(4)

[0140] q—dynamic pressure, unit: Pa;

[0141] n—overload, unit: g;

[0142] For example:

[0143] C L=0.1677-2.398e-05×16829.972+0.5365×1.2+8.783e-10×16829.972 2

[0144] -2.145e-05×16829.972×1.2-9.139e-15×16829.972 3 +2.374e-10×16829.972 2 ×1.2=0.261Step 4: Calculate the correction values ​​Δ0, Δ1, Δ2

[0145] Δ0=-16.94+ 45.28Ma-0.0001142 q-29.37Ma 2 -0.0005431qMa-6.124e-09q 2 (5)

[0146] Δ1=-0.1809+0.1334Ma-9.655e-05q(6)

[0147] Δ2=-0.1669+0.1187Ma-6.967e-05q(7)

[0148] Ma—Mach number, no unit;

[0149] q—dynamic pressure, unit: Pa;

[0150] For example:

[0151] Δ0=-16.94+45.28×0.8-0.0001142×16829.972-29.37×0.8 2

[0152] -0.0005431×16829.972×0.8-6.124e-09×16829.972 2 =-10.482

[0153] Δ1=-0.1809+0.1334×0.8-9.655e-05×16829.972=-1.699

[0154] Δ2=-0.1669+0.1187×0.8-6.967e-05×16829.972=-1.244

[0155] Step 5: Calculate the elastic modulus κ

[0156] The elastic modulus κ is calculated using formula (8):

[0157] κ=0.8319+0.4808Ma-4.897e-06q-0.3817Ma 2 -4.086e-06Maq(8)

[0158] Ma—Mach number, no unit;

[0159] q—dynamic pressure, unit: Pa;

[0160] For example:

[0161] κ=0.8319+0.4808×0.8 -4.897e-06×16829.972 -0.3817×0.8 2 -4.086e-06×0.8×16829.972=0.835Step 6: Calculate the deformation τ

[0162] When the aileron is not deflected, the deformation τ is calculated using formula (9):

[0163] τ=C L ×Δ2(9)

[0164] C L —total lift coefficient, unitless;

[0165] Δ2—correction value, no unit;

[0166] When the aileron deflects, the deformation τ is calculated using formula (10):

[0167]

[0168] C L —total lift coefficient, unitless;

[0169] Δ1—correction value, no unit;

[0170] Δ0—correction value, no unit;

[0171] —Aileron deflection angle, unit: °;

[0172] κ—elastic modulus, unitless;

[0173] For example:

[0174] The aileron deflection angle is 1.779°, so the deformation τ is calculated using formula (10):

[0175] τ=0.261×(-1.699)+0.003×1.779×0.835×(-10.482)=0.490

[0176] Step 7: Correct the rocket dive angle θ

[0177] Use formula (11) to calculate the rocket dive angle θ

[0178] θ=θ0+τ(11)

[0179] θ0—original dive angle, unit: °;

[0180] τ—deformation, unit: °;

[0181] For example:

[0182] θ=-25+0.49=-24.51

[0183] The above description is only a specific implementation mode of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should be included in the protection scope of the present invention.

Claims

1. A method for correcting the dive angle of a rocket based on wing deformation, characterized in that: include: The Mach number and true airspeed of the carrier aircraft are obtained through the pitot tube; the atmospheric density is obtained through the atmospheric machine; the roll angular velocity and normal overload are obtained through the inertial navigation; the original dive angle of the rocket is obtained through the fire control mission machine; Calculate dynamic pressure based on true airspeed and atmospheric density of the carrier aircraft; Calculate the maximum roll angular rate based on the dynamic pressure; Calculate the aileron deflection angle based on the maximum roll angle rate and the roll angle velocity; Calculate total lift based on dynamic pressure and normal overload; Calculate the correction amount based on the dynamic pressure and the Mach number of the carrier aircraft; Calculate the elastic coefficient based on the dynamic pressure and the Mach number of the carrier aircraft; Calculate the deformation based on the elastic coefficient, correction, total lift, and aileron deflection angle; Corrects the rocket's dive angle by the deformation amount.

2. The method for correcting the dive angle of a rocket based on wing deformation according to claim 1, characterized in that: The calculation of dynamic pressure based on the true airspeed of the carrier aircraft and the atmospheric density is specifically: Among them, q is the dynamic pressure, ρ is the atmospheric density, and v is the true air speed of the carrier aircraft.

3. The method for correcting the dive angle of a rocket based on wing deformation according to claim 2, characterized in that: The maximum roll angular rate is calculated based on the dynamic pressure, specifically: ω max =a0+a1*cos(q*w)+b1*sin(q*w)+ a2*cos(2*q*w)+b2*sin(2*q*w)+a3*cos(3*q*w)+b3*sin(3*q*w) Among them, a0, a1, a2, a3, b1, b2, b3, w are constants, ω max is the maximum roll angular rate.

4. The method for correcting the dive angle of a rocket based on wing deformation according to claim 3 is characterized in that: The aileron deflection angle is calculated based on the maximum roll angular rate and the roll angular velocity, specifically: Where ω is the rolling angular velocity, is the aileron deflection angle.

5. The method for correcting the dive angle of a rocket based on wing deformation according to claim 4, characterized in that: The total lift is calculated based on the dynamic pressure and normal overload, specifically: C L =0.1677-2.398e-05q+0.5365n+8.783e-10q 2 -2.145e-05qn-9.139e-15q 3 +2.374e-10q 2 n Where n is the normal overload, C L is the total lift.

6. The method for correcting the dive angle of a rocket based on wing deformation according to claim 5, characterized in that: The correction amount calculated based on the dynamic pressure and the carrier aircraft Mach number is specifically: Δ0=-16.94+45.28Ma-0.0001142q-29.37Ma 2 -0.0005431qMa-6.124e-09q 2 Δ1=-0.1809+0.1334Ma-9.655e-05q Δ2=-0.1669+0.1187Ma-6.967e-05q Among them, Ma is the Mach number, and Δ0, Δ1, and Δ2 are correction values.

7. The method for correcting the dive angle of a rocket based on wing deformation according to claim 6, characterized in that: The elastic coefficient is calculated based on the dynamic pressure and the Mach number of the carrier aircraft, specifically: κ=0.7507-0.02372Ma-0.1267q-0.009952Ma 2 -0.01102 Maq Here, κ is the elastic modulus.

8. The method for correcting the dive angle of a rocket based on wing deformation according to claim 7, characterized in that: The deformation amount is calculated based on the elastic coefficient, correction amount, total lift, and aileron deflection angle, specifically: When the aileron is not deflected, the deformation τ is calculated using the following formula τ=C L ×D2 When the aileron deflects, the deformation τ is calculated using the following formula 9. The method for correcting the dive angle of a rocket based on wing deformation according to claim 8, characterized in that: The rocket dive angle correction by deformation is specifically as follows: θ=θ0+τ Among them, θ0 is the rocket dive angle.

10. A computer system, characterized in that include: One or more processors, and a computer-readable storage medium for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors are enabled to implement the method of claim 1.

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