Method and device for evaluating performance of spacecraft rendezvous mission simulation system, and electronic equipment

Abstract

This invention provides a method, apparatus, and electronic device for evaluating the performance of an aircraft rendezvous mission simulation system. Relating to the field of aircraft simulation system performance evaluation, this method pre-stores key data such as flight time, rendezvous speed, available overload, and end-point control geometry parameters using a three-dimensional performance interpolation table. This avoids repeated three-degree-of-freedom trajectory simulations during target allocation iterations, improving evaluation efficiency. Furthermore, this method comprehensively considers the rendezvous aircraft's maneuverability, target maneuverability, inertial navigation error, detection and tracking error, and seeker estimation error, making the rendezvous success rate vary with geometric parameters and rendezvous time. This avoids using fixed empirical probabilities and balances computational speed, interpretability, and evaluation accuracy, providing decision support for the optimized design of aircraft simulation systems.

Description

Technical Field

[0001] This invention relates to the field of performance evaluation of aircraft simulation systems, and in particular to a method, apparatus and electronic equipment for performance evaluation of aircraft rendezvous mission simulation systems. Background Technology

[0002] Simulation systems typically decouple command and control (controllers), sensors (detectors, etc.), and rendezvous aircraft (rendezvous aircraft, etc.) into independent subsystems, achieving collaborative capabilities between any sensor and the optimal aircraft through networked and distributed management and control. Evaluating the performance of such systems requires considering factors such as rendezvous aircraft trajectory performance, target trajectory, detection and tracking window, control channels, takeoff time, takeoff interval, and target mission priority weights, making the overall process complex and cumbersome.

[0003] Different lateral offsets, rendezvous distances, and rendezvous altitudes affect the flight time, rendezvous speed, and maximum available overload of the rendezvous aircraft. Traditional two-dimensional firing tables or fixed single-engine rendezvous success rates are insufficient to characterize these differences, and they are also insufficient to quickly reflect changes in the rendezvous window and rendezvous success rate during target allocation and takeoff time optimization.

[0004] In addition, existing comprehensive evaluation methods often set key indicators such as rendezvous success rate, edge connectivity rate, and threat level as empirical or subjective values, lacking a correspondence with actual geometric parameters, rendezvous vehicle dynamics, and detection and tracking processes.

[0005] While high-fidelity simulations are highly accurate, integrated simulation systems are large in scale and have complex subsystem functions. Repeated simulations are computationally expensive and difficult to directly embed into target allocation and takeoff time iterative optimization. Low-fidelity probabilistic models are fast in calculation, but they ignore the impact of factors such as rendezvous points, route shortcuts, detector deployment, tracking time, and control channels on rendezvous effectiveness.

[0006] Black-box proxy models typically map system deployment parameters directly to final performance, making it difficult to explain key processes such as who intersects, when intersects, and how the intersect success rate is formed.

[0007] In summary, existing technologies still struggle to simultaneously meet the requirements of physical realism, interpretability, and rapid computation in the performance evaluation of simulation systems. Summary of the Invention

[0008] In view of this, the purpose of this invention is to provide a method, apparatus, and electronic device for evaluating the performance of an aircraft rendezvous mission simulation system. This method pre-stores key data such as flight time, rendezvous speed, available overload, and end-point control geometry parameters using a three-dimensional performance interpolation table, avoiding repeated three-degree-of-freedom trajectory simulations during target allocation iterations and improving evaluation efficiency. Furthermore, this method comprehensively considers the rendezvous aircraft's maneuverability, target maneuverability, inertial navigation error, detection and tracking error, and seeker estimation error, making the rendezvous success rate vary with geometric parameters and rendezvous time, avoiding the use of fixed empirical probabilities. It also balances computational speed, interpretability, and evaluation accuracy, providing decision support for the optimized design of aircraft simulation systems.

[0009] In a first aspect, embodiments of the present invention provide a method for evaluating the performance of an aircraft rendezvous mission simulation system. This method is applied to the controller of the aircraft rendezvous mission simulation system, which further includes a detector, a target aircraft, and a rendezvous aircraft. The method includes: A three-dimensional performance interpolation table is constructed using the flight time, rendezvous speed, and overload data of the rendezvous aircraft. The rendezvous point corresponding to the rendezvous aircraft is calculated based on the target trajectory of the target aircraft, and the rendezvous window of the target aircraft is calculated based on the tracking time of the detector at the rendezvous point. The net normal overload of the rendezvous vehicle and the target vehicle, as well as the remaining mission time of the rendezvous vehicle, are calculated using a three-dimensional performance interpolation table. The position correction capability of the rendezvous vehicle is calculated by the inertial navigation error, detection and tracking error and airborne detection estimation error corresponding to the net normal overload. The statistical value of the rendezvous result of the rendezvous vehicle is calculated by the remaining mission time. After calculating the rendezvous failure probability of the target aircraft based on the position correction capability value and the rendezvous result statistics, the benefit value of the aircraft rendezvous mission simulation system under the rendezvous failure probability is calculated based on the number of rendezvous aircraft allocated, and the effectiveness evaluation result of the aircraft rendezvous mission simulation system is determined by the benefit value.

[0010] Optionally, a three-dimensional performance interpolation table can be constructed using the flight time, rendezvous speed, and overload data of the rendezvous aircraft, including: The altitude, longitudinal rendezvous distance, and lateral rendezvous distance of the rendezvous aircraft are obtained based on a spherical Earth model, and the rendezvous area of ​​the rendezvous aircraft is constructed using the altitude, longitudinal rendezvous distance, and lateral rendezvous distance. The target rendezvous point in the rendezvous area is obtained using a preset sampling interval parameter, and the flight time, rendezvous speed and maximum overload acceleration of the rendezvous aircraft are obtained through the target rendezvous point; A three-dimensional performance interpolation table for rendezvous aircraft is constructed based on flight time, rendezvous speed, maximum overload acceleration, altitude, longitudinal rendezvous distance, and lateral rendezvous distance.

[0011] Optionally, the rendezvous point of the rendezvous vehicle is calculated based on the target trajectory of the target vehicle, and the rendezvous window of the target vehicle is calculated based on the tracking time of the detector at the rendezvous point, including: The tracking constraints of the detector are constructed using the relative position vector between the flight position of the target spacecraft and the deployment position of the detector; Based on tracking constraints, the detector is used to obtain the real-time position coordinates of the target aircraft under the target trajectory; The rendezvous point between the rendezvous vehicle and the target vehicle under the target trajectory is calculated using real-time position coordinates, and the tracking time of the detector at the rendezvous point is obtained based on tracking constraints. The preparation time of the detector in the simulation system is obtained based on the tracking constraints. The rendezvous window for the target aircraft is determined by summing the tracking time and preparation time.

[0012] Optionally, the net normal overload of the rendezvous vehicle and the target vehicle, as well as the remaining mission time of the rendezvous vehicle, are calculated using a three-dimensional performance interpolation table, including: The first normal acceleration of the rendezvous vehicle is obtained using a three-dimensional performance interpolation table, and the second normal acceleration of the target vehicle is obtained based on the maneuver performance parameters of the target vehicle in the target trajectory. Based on the observation line of sight of the rendezvous aircraft and the target aircraft, the first angle between the axis of the rendezvous aircraft and the observation line of sight, the lateral acceleration generated by the attitude control mechanism in the rendezvous aircraft, and the first normal acceleration, the first normal overload of the rendezvous aircraft is calculated. After calculating the second normal overload of the rendezvous aircraft based on the second angle between the target aircraft's axis and the observation line of sight and the second normal acceleration, the net normal overload of the first normal overload and the second normal overload is calculated. When the first normal overload is greater than the second normal overload, the difference between the two is taken as the net normal overload; otherwise, the net normal overload is set to 0. The rendezvous speed of the rendezvous aircraft is obtained by using a three-dimensional performance interpolation table. The relative speed between the rendezvous aircraft and the target aircraft is calculated based on the rendezvous speed. The end control duration of the rendezvous aircraft is calculated using the relative speed and the control distance between the rendezvous aircraft and the target aircraft. The remaining mission time of the rendezvous aircraft is determined by the end control duration.

[0013] Optionally, the position correction capability value of the rendezvous aircraft is calculated using the inertial navigation error, detection tracking error, and airborne detection estimation error corresponding to the net normal overload, including: The maximum correction threshold for the position error of the rendezvous aircraft during the terminal control phase is calculated by using the corrected acceleration corresponding to the net normal overload and the terminal control duration. The relative velocity between the rendezvous vehicle and the target vehicle under net normal overload is obtained. The displacement vector of the rendezvous vehicle in the line-of-sight coordinate system is calculated using the relative velocity and the terminal control duration. The airborne detection estimation error of the rendezvous vehicle is obtained by the component of the displacement vector perpendicular to the line-of-sight direction. The inertial navigation error corresponding to the net normal overload is determined by using the flight time of the rendezvous aircraft in the three-dimensional performance interpolation table, and the detection and tracking error corresponding to the net normal overload is determined by using the error standard deviation of relative velocity and remaining mission time. The total position error standard deviation is obtained by summing the squared results of inertial navigation error, detection and tracking error and airborne detection estimation error according to the independent error variances. The position correction capability value of the rendezvous aircraft is obtained based on the probability that the total position error is within the maximum correction distance range.

[0014] Optionally, the rendezvous results statistics of the rendezvous aircraft can be calculated based on the remaining mission time, including: Obtain the effective rendezvous radius of the rendezvous aircraft, and calculate the standard deviation of the rendezvous position deviation based on the estimation error of the remaining mission time after the end control and the relative speed between the rendezvous aircraft and the target aircraft. The rendezvous position deviation of the rendezvous aircraft is calculated using the standard deviation of the rendezvous position deviation. The statistical value of the rendezvous result of the rendezvous aircraft is obtained based on the probability that the rendezvous position deviation falls within the effective rendezvous radius.

[0015] Optionally, the rendezvous failure probability of the target aircraft can be calculated based on the position correction capability value and the rendezvous result statistics, including: The first rendezvous success rate of the rendezvous aircraft is determined by using the position correction capability value, and the second rendezvous success rate of the rendezvous aircraft is determined by using the statistical value of the rendezvous results. The success rate of a single rendezvous between the rendezvous vehicle and the target vehicle is determined by multiplying the success rate of the first rendezvous by the success rate of the second rendezvous. The allocation matrix of the simulation system is constructed by the first number of rendezvous aircraft and the second number of target aircraft. The probability of target aircraft failing to rendezvous is calculated based on the single rendezvous success rate using the allocation matrix.

[0016] Optionally, the revenue value of the aircraft rendezvous mission simulation system under the probability of rendezvous failure is calculated based on the number of rendezvous aircraft allocated, and the performance evaluation result of the aircraft rendezvous mission simulation system is determined by the revenue value, including: Obtain the mission priority weight value of the target aircraft, and construct the benefit matrix of the aircraft rendezvous mission simulation system by the single rendezvous success rate, the first number and the second number; The benefit value of each element in the benefit matrix is ​​calculated using the single rendezvous success rate, rendezvous failure probability, and task priority weight value. Based on the number of rendezvous aircraft allocated, the target element with the maximum benefit value is selected cyclically from the benefit matrix, and the target benefit value corresponding to the target element is obtained. When the allocated quantity equals the first quantity, the energy efficiency evaluation result of the aircraft rendezvous mission simulation system is determined using all target benefit values.

[0017] Secondly, the present invention provides a performance evaluation device for an aircraft rendezvous mission simulation system. This device is applied in the controller of the aircraft rendezvous mission simulation system, which further includes a detector, a target aircraft, and rendezvous aircraft. The device comprises: Initialization module: Used to construct a three-dimensional performance interpolation table using the flight time, rendezvous speed and overload data of the rendezvous aircraft, calculate the rendezvous point corresponding to the rendezvous aircraft based on the target trajectory of the target aircraft, and calculate the rendezvous window of the target aircraft based on the tracking time of the detector at the rendezvous point; Rendezvous success rate modeling module: It is used to calculate the net normal overload of the rendezvous aircraft and the target aircraft and the remaining mission time of the rendezvous aircraft using a three-dimensional performance interpolation table. It calculates the position correction capability value of the rendezvous aircraft through the inertial navigation error, detection and tracking error and airborne detection estimation error corresponding to the net normal overload, and calculates the statistical value of the rendezvous result of the rendezvous aircraft through the remaining mission time. The performance evaluation and determination module is used to calculate the rendezvous failure probability of the target aircraft based on the position correction capability value and the rendezvous result statistics. Then, it calculates the benefit value of the aircraft rendezvous mission simulation system under the rendezvous failure probability based on the number of rendezvous aircraft allocated, and determines the performance evaluation result of the aircraft rendezvous mission simulation system based on the benefit value.

[0018] Thirdly, embodiments of the present invention also provide an electronic device, which includes a processor and a memory, the memory storing computer-executable instructions that can be executed by the processor, and the processor executing the computer-executable instructions to implement the steps of the aircraft rendezvous mission simulation system performance evaluation method provided in the first aspect.

[0019] The present invention provides a method, apparatus and electronic device for evaluating the performance of an aircraft rendezvous mission simulation system, which is applied in the controller of the aircraft rendezvous mission simulation system. The aircraft rendezvous mission simulation system also includes a detector, a target aircraft and a rendezvous aircraft. In evaluating the performance of an aircraft rendezvous mission simulation system, this method first constructs a three-dimensional performance interpolation table using the flight time, rendezvous speed, and overload data of the rendezvous aircraft. It then calculates the rendezvous point corresponding to the target aircraft based on the target aircraft's trajectory and calculates the target aircraft's rendezvous window based on the detector's tracking time at the rendezvous point. Next, it uses the three-dimensional performance interpolation table to calculate the net normal overload of both the rendezvous and target aircraft, as well as the remaining mission time of the rendezvous aircraft. It calculates the position correction capability value of the rendezvous aircraft using the inertial navigation error, detection tracking error, and airborne detection estimation error corresponding to the net normal overload, and calculates the rendezvous result statistics using the remaining mission time. Finally, it calculates the rendezvous failure probability of the target aircraft based on the position correction capability value and the rendezvous result statistics. Based on the allocated number of rendezvous aircraft, it calculates the benefit value of the aircraft rendezvous mission simulation system under the rendezvous failure probability and determines the performance evaluation result of the aircraft rendezvous mission simulation system using the benefit value. This method pre-stores key data such as flight time, rendezvous velocity, available overload, and end-point control geometry parameters through a three-dimensional performance interpolation table, avoiding repeated three-degree-of-freedom trajectory simulations during target allocation iterations and improving evaluation efficiency. Furthermore, this method comprehensively considers the rendezvous vehicle's maneuverability, target maneuverability, inertial navigation error, detection and tracking error, and seeker estimation error, making the rendezvous success rate vary with geometric parameters and rendezvous time, avoiding the use of fixed empirical probabilities. It also balances computational speed, interpretability, and evaluation accuracy, providing decision support for the optimized design of aircraft simulation systems.

[0020] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention are realized and obtained through the structures particularly pointed out in the description and the drawings.

[0021] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0022] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0023] Figure 1 A flowchart of a method for evaluating the performance of an aircraft rendezvous mission simulation system provided in an embodiment of the present invention; Figure 2 This is a simulation diagram of the rendezvous area of ​​rendezvous aircraft in a method for evaluating the effectiveness of an aircraft rendezvous mission simulation system provided in an embodiment of the present invention. Figure 3 A simulation diagram of the rendezvous speed of rendezvous aircraft in a performance evaluation method for an aircraft rendezvous mission simulation system provided in an embodiment of the present invention; Figure 4 The available overload simulation diagram of the rendezvous aircraft in the mission plane is provided in the performance evaluation method of the aircraft rendezvous mission simulation system provided in the embodiments of the present invention. Figure 5 This is a geometrical diagram of the end-point control in a performance evaluation method for an aircraft rendezvous mission simulation system provided in an embodiment of the present invention. Figure 6 This invention provides a flowchart of the AMMR suboptimal solution solution in an aircraft rendezvous mission simulation system performance evaluation method. Figure 7 A schematic diagram of the structure of an aircraft rendezvous mission simulation system performance evaluation device provided in an embodiment of the present invention; Figure 8 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention.

[0024] icon: 100 - Initialization module; 200 - Rendezvous success rate modeling module; 300 - Performance evaluation and determination module; 101 - Processor; 102 - Memory; 103 - Bus; 104 - Communication interface. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] To facilitate understanding of this embodiment, a method for evaluating the performance of an aircraft rendezvous mission simulation system disclosed in this invention will first be introduced. This method is applied to the controller of the aircraft rendezvous mission simulation system, which also includes a detector, a target aircraft, and a rendezvous aircraft. Based on this, the method is as follows: Figure 1 As shown, it includes: Step S101: Construct a three-dimensional performance interpolation table using the flight time, rendezvous speed, and overload data of the rendezvous aircraft; calculate the rendezvous point corresponding to the rendezvous aircraft based on the target trajectory of the target aircraft; and calculate the rendezvous window of the target aircraft based on the tracking time of the detector at the rendezvous point.

[0027] First, based on the trajectory dynamics characteristics of the rendezvous aircraft, a three-dimensional performance interpolation table covering the relevant operational airspace is constructed. The three-dimensional performance interpolation table uses longitudinal rendezvous distance, lateral shortcut, and altitude as input dimensions. It pre-stores and interpolates key trajectory parameters of the rendezvous aircraft, including but not limited to: flight time from the takeoff point to the predicted rendezvous point, rendezvous velocity of the rendezvous aircraft upon arrival at the rendezvous point, maximum available normal overload at the rendezvous point, and geometric parameters of the rendezvous aircraft and the target aircraft during the terminal control phase. This three-dimensional performance interpolation table replaces the traditional two-dimensional trajectory table and fixed probability model, reflecting the differences in rendezvous performance under different states. It avoids repeatedly performing three-degree-of-freedom or six-degree-of-freedom trajectory simulations during subsequent iterative optimization, thereby significantly improving evaluation efficiency.

[0028] Based on this, according to the target trajectory parameters of the incoming target, and combined with the proportional guidance law or the predicted rendezvous point algorithm, the predicted rendezvous point positions corresponding to the rendezvous of each rendezvous vehicle and the target are calculated. Subsequently, based on constraints such as the detector deployment position, maximum detection range, azimuth detection range, and elevation detection range, the time interval during which the detection beam can continuously and stably track the target is calculated, i.e., the single-detector tracking window; for the case of multiple detectors in a network, the union of the tracking windows of each detector is taken to obtain the multi-detector joint tracking window. Finally, the joint tracking window is matched and judged with the flight time of the rendezvous vehicle and the system preparation time to select the effective interval that meets the rendezvous timing constraints, i.e., the rendezvous window of the target vehicle.

[0029] Step S102: Calculate the net normal overload of the rendezvous vehicle and the target vehicle and the remaining mission time of the rendezvous vehicle using the three-dimensional performance interpolation table. Calculate the position correction capability value of the rendezvous vehicle using the inertial navigation error, detection and tracking error and airborne detection estimation error corresponding to the net normal overload. Calculate the statistical value of the rendezvous result of the rendezvous vehicle using the remaining mission time.

[0030] Within a defined rendezvous window, the maximum available normal overload of the rendezvous vehicle at the predicted rendezvous point is obtained by interpolation using a three-dimensional performance interpolation table. Combined with the target's maneuvering overload in the vertical line-of-sight direction, the net normal overload of both is calculated. The lateral correction acceleration provided by the direct force engine at the end of the rendezvous vehicle is then superimposed to obtain the net effective correction acceleration of the rendezvous vehicle in the terminal control phase.

[0031] Meanwhile, based on the remaining mission time of the rendezvous aircraft (i.e., the remaining flight time from the current moment to the predicted rendezvous point) and the duration of the terminal control, the maximum position deviation that the rendezvous aircraft can correct during the terminal control phase is calculated according to the uniform acceleration motion model, i.e., the position correction capability value.

[0032] In error modeling, three independent error sources are considered: the first is the inertial navigation error of the rendezvous vehicle's inertial navigation system, which accumulates linearly with flight time and is determined by the proportional gain and initial bias; the second is the tracking estimation error of the detector for the target position, which decays exponentially with the duration of continuous tracking and has a minimum inherent noise floor; the third is the estimation error of the terminal target position and remaining mission time of the rendezvous vehicle. All three types of errors follow a zero-mean normal distribution. According to the principle of summing the variances of independent random variables, the square root of the summation of the variances of the three types of errors is used to obtain the standard deviation of the total position error at the predicted rendezvous point during the terminal control phase, which is the statistical value of the rendezvous result.

[0033] Step S103: After calculating the rendezvous failure probability of the target aircraft based on the position correction capability value and the rendezvous result statistics, calculate the benefit value of the aircraft rendezvous mission simulation system under the rendezvous failure probability based on the number of rendezvous aircraft allocated, and determine the performance evaluation result of the aircraft rendezvous mission simulation system through the benefit value.

[0034] Based on the position correction capability value and the rendezvous result statistics, combined with the effective radius of the rendezvous aircraft, the rendezvous probability of a single-engine rendezvous aircraft to the target aircraft is calculated based on the normal distribution probability integral model; then, based on the current rendezvous aircraft-target allocation scheme, the rendezvous failure probability of the target under the current allocation is calculated by the product of the probabilities of multi-aircraft cooperative rendezvous.

[0035] Subsequently, a target task priority weight value is introduced to construct a system performance index with the sum of task priority and rendezvous success probability as the optimization objective. A target allocation algorithm that maximizes marginal benefit (such as the AMMR algorithm) is adopted, using the product of single-engine rendezvous success rate, target task priority weight value, and target current rendezvous failure probability as the marginal benefit criterion. Unassigned rendezvous aircraft are assigned to the target with the highest marginal benefit in rounds until all rendezvous aircraft are assigned, thus obtaining the maximum system benefit value at that takeoff moment.

[0036] In the specific implementation process, takeoff time is used as the outer optimization variable. Combined with takeoff interval constraints, control channel resource constraints and rendezvous window constraints, the optimal takeoff sequence is searched iteratively through optimization algorithms (such as genetic algorithms). Each iteration calls the inner target allocation and rendezvous success rate calculation process. Finally, the performance evaluation results of the simulation system under the optimal configuration are output, including the comprehensive rendezvous probability of each target, scheduling resource occupancy, and overall rendezvous performance of the system.

[0037] Optionally, a three-dimensional performance interpolation table is constructed using the flight time, rendezvous speed, and overload data of the rendezvous aircraft, including the following steps: Step S201: Based on the spherical Earth model, obtain the altitude value, longitudinal rendezvous distance and lateral rendezvous distance of the rendezvous aircraft, and construct the rendezvous area of ​​the rendezvous aircraft using the altitude value, the longitudinal rendezvous distance and the lateral rendezvous distance.

[0038] First, a geometric model of the operational space of the rendezvous aircraft is constructed based on a spherical Earth model. Considering the correction effect of Earth's curvature on the relationship between trajectory rendezvous distance and altitude, a three-dimensional spatial coordinate system is established with the take-off point of the rendezvous aircraft as the origin, including the dimensions of altitude, longitudinal rendezvous distance, and lateral rendezvous distance. The longitudinal rendezvous distance corresponds to the horizontal longitudinal distance from the take-off point of the rendezvous aircraft to the predicted rendezvous point; the lateral rendezvous distance corresponds to the lateral offset distance (i.e., the shortcut) between the take-off point and the target trajectory; and the altitude value corresponds to the altitude of the predicted rendezvous point.

[0039] Based on the dynamic performance envelope, aerodynamic overload limits, and control system constraints of the rendezvous aircraft, the upper and lower limits of the values ​​for each of the three dimensions are determined, thereby delineating the entire spatial range within which the rendezvous aircraft can effectively rendezvous, and constructing the rendezvous area of ​​the rendezvous aircraft. This rendezvous area is represented in the form of a three-dimensional continuous space, covering the entire effective area from minimum to maximum firing altitude, from minimum to maximum rendezvous distance, and from zero-path shortcut to maximum path shortcut, providing a complete spatial boundary for subsequent firing table sampling.

[0040] Simulation diagram of the rendezvous area of ​​the rendezvous aircraft as shown in the figure. Figure 2 As shown, a spherical Earth model and a trajectory guidance algorithm for predicting intersection points are used when constructing the scatter table, and data is taken at certain intervals. , , (Unit: km) The rendezvous point. When the rendezvous position deviation is less than 0.15m, it is considered that the rendezvous aircraft and the target aircraft have rendezvoused, and all the information required for the firing table is recorded.

[0041] Step S202: Obtain the target rendezvous point in the rendezvous area using the preset sampling interval parameter, and obtain the flight time, rendezvous speed and maximum overload acceleration of the rendezvous aircraft through the target rendezvous point.

[0042] Within the intersection area, based on preset sampling interval parameters, grid sampling is performed along three dimensions: altitude, longitudinal intersection distance, and lateral intersection distance, resulting in several discrete target intersection point samples. The sampling interval parameters can be configured according to the size of the airspace and accuracy requirements. In near-boundary or high-maneuver areas where trajectory parameters change drastically, the sampling interval can be appropriately increased to ensure the accuracy of the radio table interpolation.

[0043] For each sampled target rendezvous point, using the proportional guidance law as the end-point trajectory control condition, the complete trajectory process of the rendezvous vehicle from takeoff to the target rendezvous point is calculated through three-degree-of-freedom or six-degree-of-freedom trajectory simulation. Key trajectory feature parameters are extracted, including: the total flight time from takeoff to rendezvous, the rendezvous velocity at the predicted rendezvous point, and the maximum normal overload acceleration of the rendezvous vehicle during flight or at the rendezvous point. Simultaneously, geometric parameters of the rendezvous and target vehicles during the end-point control phase, such as the line-of-sight angle and velocity lead angle, can also be extracted as supplementary output dimensions of the three-dimensional performance interpolation table.

[0044] Simulation diagram of the rendezvous speed of the rendezvous aircraft as shown in the figure. Figure 3 As shown, the rendezvous aircraft in the mission plane can be represented by an overload simulation diagram, as shown below. Figure 4 As shown.

[0045] Step S203: Construct a three-dimensional performance interpolation table for the rendezvous aircraft based on flight time, rendezvous speed, maximum overload acceleration, altitude value, longitudinal rendezvous distance, and lateral rendezvous distance.

[0046] The parameters such as flight time, rendezvous speed, maximum overload acceleration, altitude, longitudinal rendezvous distance, and lateral rendezvous distance corresponding to all sampled rendezvous points are structured and stored to construct a three-dimensional performance interpolation table for the rendezvous aircraft.

[0047] The three-dimensional performance interpolation table exists in the form of a multidimensional array or a structured lookup table. Altitude, longitudinal rendezvous distance, and lateral rendezvous distance serve as the input index dimensions of the table, while flight time, rendezvous velocity, maximum overload acceleration, and terminal control geometry parameters serve as the output parameter dimensions. In subsequent performance evaluation, linear interpolation, bilinear interpolation, or cubic spline interpolation methods can be used to quickly obtain the rendezvous vehicle trajectory parameters under arbitrary geometry, replacing repetitive trajectory simulation calculations and significantly improving the iterative efficiency of target allocation and takeoff time optimization.

[0048] Optionally, the rendezvous point of the rendezvous vehicle is calculated based on the target trajectory of the target vehicle, and the rendezvous window of the target vehicle is calculated based on the tracking time of the detector at the rendezvous point, including the following steps: Step S301: Construct the tracking constraints of the detector using the relative position vector between the flight position of the target aircraft and the deployment position of the detector.

[0049] First, based on the flight position of the target aircraft Deployment location of the detector The relative position vector between To construct the tracking constraints for the detector, specifically, based on the detector's deployment location... Based on this, a detector coordinate system is established, converting the real-time flight position of the target aircraft into observation parameters in three dimensions relative to the detector: slant range, azimuth, and pitch angle. Based on the detector's performance parameters, constraints are set for maximum detection range, azimuth detection range, and pitch detection range. The azimuth constraint is defined by the minimum and maximum azimuth angles, and the pitch constraint is defined by the minimum and maximum pitch angles. Only when the relative position of the target aircraft simultaneously satisfies the above range and angle constraints can the detector effectively detect and track the target, thus forming the detector's tracking constraints.

[0050] Specifically, the tracking constraints are as follows: ;in, ; ; ; This represents the detector's maximum detection range. Determine the direction for detector deployment; Deploy the elevation angle for the detector; , The detector has limited detection range in the pitch and yaw directions.

[0051] Step S302: Based on the tracking constraints, use the detector to obtain the real-time position coordinates of the target aircraft under the target trajectory.

[0052] Based on tracking constraints, the detector acquires the real-time position coordinates of the target spacecraft along its trajectory. Specifically, the target position is determined moment-by-moment along the time axis of the target trajectory to determine whether it meets the detector's tracking constraints, thus selecting the time intervals within which the detector can effectively observe the target. Within these time intervals, the real-time three-dimensional position coordinates of the target spacecraft in the inertial or ground coordinate system are obtained through detector measurements or target trajectory extrapolation, providing position input for subsequent intersection point calculation and tracking time calculation. In the case of a network of multiple detectors, the real-time target position coordinates corresponding to each detector can be acquired separately, and a higher-precision target position estimate can be obtained through data fusion.

[0053] Step S303: Calculate the intersection point between the rendezvous vehicle and the target vehicle under the target trajectory using real-time position coordinates, and obtain the tracking time of the detector at the intersection point based on the tracking constraints.

[0054] By utilizing the real-time position coordinates of the target aircraft, combined with the proportional guidance law and three-dimensional performance interpolation table of the rendezvous aircraft, the predicted rendezvous point between the rendezvous aircraft and the target aircraft under the target trajectory is solved. Specifically, based on the target's flight speed and trajectory inclination angle, the target's future position is extrapolated, and combined with the rendezvous aircraft's flight time constraint, the spatial coordinates of the predicted rendezvous point that satisfy the rendezvous conditions between the rendezvous aircraft and the target aircraft are determined through iterative calculation.

[0055] Based on this, and according to the tracking constraints, the cumulative effective tracking time of the detector from the moment the target enters the detection range to the moment it reaches the predicted rendezvous point is calculated; that is, the tracking time of the detector at the rendezvous point. This tracking time characterizes the length of time the detector continuously observes the target, directly affecting the convergence degree of the detector's tracking error and the calculation results of the rendezvous success rate. For the case of multiple detectors networked together, the union of the tracking windows of each detector can be taken to obtain the joint tracking time.

[0056] Given a target trajectory, the given intersection point can be calculated. Detector tracking time at the location When multiple detectors are tracking simultaneously, the tracking time is calculated by taking the union of the tracking windows.

[0057] Step S304: Obtain the preparation time of the detector in the simulation system based on the tracking constraints.

[0058] Based on the tracking constraints and the architecture configuration of the simulation system, the preparation time of the detector in the simulation system is obtained. The preparation time is the overall time delay required by the aircraft rendezvous mission simulation system from the detector's initial detection of the target to the rendezvous aircraft completing its takeoff, including but not limited to: detector detection and target identification time, threat assessment and decision-making time of the command and control system, calculation time of the mission planning equipment, and takeoff preparation time of the rendezvous aircraft. This preparation time can be calibrated according to the actual system configuration or obtained through simulation statistics, and is a key constraint parameter for determining the feasibility of the rendezvous sequence.

[0059] Step S305: Determine the rendezvous window of the target aircraft by accumulating the tracking time and preparation time.

[0060] The rendezvous window of the target aircraft is determined by summing the tracking time of the detector at the rendezvous point with the system preparation time, and combining this with the flight time constraints of the rendezvous aircraft. Specifically, the judgment logic is as follows: when the flight time of the rendezvous aircraft from takeoff to achieving rendezvous is greater than or equal to the sum of the system preparation time and the minimum effective tracking time, the corresponding action time of that rendezvous point is within the rendezvous range. All candidate rendezvous points are traversed along the target trajectory, and all time intervals that satisfy the rendezvous timing constraints are selected, thus forming the rendezvous window of the target aircraft.

[0061] Considering the preparation time of the rendezvous aircraft A rendezvous can only take place if the flight time of the rendezvous aircraft at the rendezvous point satisfies the following formula, thereby determining the rendezvous window for the target trajectory: The rendezvous window characterizes the time-feasible domain for the rendezvous simulation system to effectively rendezvous with the target, and is an important constraint for subsequent takeoff time optimization and target allocation. For the case of multiple detectors and multiple rendezvous aircraft, the rendezvous window corresponding to each rendezvous aircraft-target pairing can be calculated separately, providing a complete temporal constraint basis for system-level performance evaluation.

[0062] Optionally, the net normal overload of the rendezvous vehicle and the target vehicle, as well as the remaining mission time of the rendezvous vehicle, are calculated using a three-dimensional performance interpolation table, including the following steps: Step S401: Obtain the first normal acceleration of the rendezvous vehicle using a three-dimensional performance interpolation table, and obtain the second normal acceleration of the target vehicle based on the maneuver performance parameters of the target vehicle in the target trajectory.

[0063] First, based on the predicted rendezvous point's longitudinal and lateral rendezvous distances and altitude, the first normal acceleration of the rendezvous vehicle under these geometric parameters is obtained through interpolation calculations using a three-dimensional performance interpolation table. This represents the rendezvous vehicle's maximum usable normal acceleration. Simultaneously, based on the target vehicle's trajectory and maneuverability parameters, the second normal acceleration of the target vehicle is obtained. This represents the target's maximum maneuvering acceleration perpendicular to its velocity direction. These two types of normal accelerations characterize the maneuverability of the rendezvous and target vehicles, respectively, and serve as the fundamental input parameters for subsequent calculations of net normal overload.

[0064] Step S402: Calculate the first normal overload of the rendezvous aircraft based on the first angle between the axis of the rendezvous aircraft and the line of sight of the target aircraft, the lateral acceleration generated by the attitude control mechanism of the rendezvous aircraft, and the first normal acceleration.

[0065] Based on the observation directions of the rendezvous and target aircraft, the first angle between the velocity axis of the rendezvous aircraft and the line of sight (i.e., the velocity lead angle of the rendezvous aircraft) is used to project the first normal acceleration of the rendezvous aircraft onto a direction perpendicular to the line of sight, thus obtaining the normal maneuver component of the rendezvous aircraft in the direction perpendicular to the line of sight.

[0066] Considering the lateral acceleration generated by the rendezvous vehicle itself, this lateral acceleration is also projected onto a direction perpendicular to the line of sight and superimposed with the aforementioned aerodynamic normal acceleration component. The total effective normal overload of the rendezvous vehicle in the direction perpendicular to the line of sight is then obtained, i.e., the first normal overload. This first normal overload characterizes the maximum maneuverability of the rendezvous vehicle during the terminal control phase, which can be used to correct the relative position deviation of the line of sight.

[0067] Step S403: After calculating the second normal overload of the rendezvous aircraft based on the second angle between the axis of the target aircraft and the observation line of sight and the second normal acceleration, calculate the net normal overload of the first normal overload and the second normal overload; wherein, when the first normal overload is greater than the second normal overload, the difference between the two is taken as the net normal overload; otherwise, the net normal overload is set to 0.

[0068] Similarly, based on the second angle between the target aircraft's velocity axis perpendicular to the line of sight and the line of sight (i.e., the angle between the target's velocity and the line of sight), the target aircraft's second normal acceleration is projected onto the direction perpendicular to the line of sight to obtain the target's effective normal overload in the direction perpendicular to the line of sight, i.e., the second normal overload. This second normal overload characterizes the target's maximum escape capability to break free from encounters through maneuvering.

[0069] Based on this, the net normal overload is calculated by subtracting the first normal overload of the rendezvous vehicle from the second normal overload of the target vehicle. When the first normal overload is greater than the second normal overload, the difference is taken as the net normal overload; otherwise, the net normal overload is set to 0. This difference reflects the net corrective maneuverability of the rendezvous vehicle after deducting the change in the target vehicle's trajectory, and is a core parameter for evaluating whether the rendezvous vehicle can effectively correct position deviations during the terminal control phase.

[0070] Step S404: Obtain the rendezvous speed of the rendezvous aircraft through the three-dimensional performance interpolation table, calculate the relative speed between the rendezvous aircraft and the target aircraft based on the rendezvous speed, calculate the end control duration of the rendezvous aircraft using the relative speed and the control distance between the rendezvous aircraft and the target aircraft, and determine the remaining mission time of the rendezvous aircraft using the end control duration.

[0071] The rendezvous velocity of the rendezvous vehicle at the predicted rendezvous point is obtained by interpolation using a three-dimensional performance interpolation table. Combined with the maximum detection range of the seeker or the starting distance constraint of the terminal control phase, the terminal control duration from the start-up of the rendezvous vehicle to the rendezvous with the target vehicle is calculated using the rendezvous velocity.

[0072] Specifically, based on the total flight time and current flight progress of the rendezvous aircraft, or directly based on the cumulative relationship between the terminal control duration and the flight time of the first half of the trajectory, the remaining flight time of the rendezvous aircraft from the current moment to the predicted rendezvous point is determined, i.e., the remaining mission time. This remaining mission time is an important time parameter for subsequent calculation of the statistical value of the rendezvous results and the terminal control correction capability, and directly affects the degree of accumulation and the correctable range of position errors.

[0073] The estimation errors of the rendezvous vehicle and the target vehicle have a significant impact on the rendezvous success rate. Various errors can be summarized into representative position estimation errors. Since the flight time of the terminal anti-missile system is relatively short, the inertial navigation estimation error is mainly the initial alignment error. At this time, the position estimation error can be regarded as proportional to the flight time.

[0074] ; in and These are the proportional gain and bias terms in the inertial navigation error; It is flight time; This represents the position estimation error. The detector's target tracking error can be considered to decrease exponentially with tracking time, and improve as the target distance decreases and signal quality improves. Its error can be expressed as: ; Detector's target position estimation error With the seeker for the remaining mission time estimation error All of them can be calculated using this formula.

[0075] Optionally, the position correction capability value of the rendezvous aircraft is calculated using the inertial navigation error, detection tracking error, and airborne detection estimation error corresponding to the net normal overload, including the following steps: Step S501: Calculate the maximum correction threshold for the position error of the rendezvous aircraft during the terminal control phase using the corrected acceleration corresponding to the net normal overload and the terminal control duration.

[0076] First, based on the previously calculated net normal overload (i.e., the net effective corrected acceleration of the rendezvous aircraft) and the terminal control duration, the maximum correction threshold for the position error that the rendezvous aircraft can correct during the terminal control phase is calculated according to the uniform acceleration kinematic model. Specifically, using the equivalent constant corrected acceleration of the terminal control phase corresponding to the net normal overload, combined with the terminal control duration, the maximum displacement that the rendezvous aircraft can achieve in the direction perpendicular to the line of sight is solved by the kinematic formula of half the acceleration multiplied by the square of time. This displacement is the maximum correction threshold for the position error that the rendezvous aircraft can correct during the terminal control phase. This threshold represents the maximum position deviation that the rendezvous aircraft can offset by its own maneuverability and is a key criterion for determining whether a rendezvous is feasible.

[0077] Step S502: Obtain the relative velocity between the rendezvous vehicle and the target vehicle under net normal overload, calculate the displacement vector of the rendezvous vehicle in the line-of-sight coordinate system using the relative velocity and the terminal control duration, and obtain the airborne detection estimation error of the rendezvous vehicle by the component of the displacement vector perpendicular to the line-of-sight direction.

[0078] Obtain the relative velocity between the rendezvous vehicle and the target vehicle corresponding to the net normal overload, i.e., the approach velocity or the relative motion velocity along the line-of-sight direction. Using the relative velocity and the duration of the terminal control, calculate the displacement vector of the rendezvous vehicle in the line-of-sight coordinate system during the terminal control phase. The line-of-sight coordinate system uses the line connecting the rendezvous vehicle and the target vehicle as its reference axis and includes components along and perpendicular to the line-of-sight direction.

[0079] Then, the component of the displacement vector perpendicular to the line-of-sight is extracted, and combined with factors such as the seeker's angle measurement noise, range measurement noise, and remaining mission time estimation error, the seeker's estimation error of the relative position to the target is calculated, i.e., the seeker estimation error. This error characterizes the measurement uncertainty of the seeker's own sensors in the relative position of the rendezvous vehicle and the target vehicle during the terminal control phase, and is one of the three types of position error sources.

[0080] Step S503: Determine the inertial navigation error corresponding to the net normal overload using the flight time of the rendezvous aircraft in the three-dimensional performance interpolation table, and determine the detection and tracking error corresponding to the net normal overload using the standard deviation of the errors of relative velocity and remaining mission time.

[0081] On the one hand, using the total flight time of the rendezvous aircraft in the three-dimensional performance interpolation table, and based on the model that the inertial navigation error accumulates linearly with flight time, the inertial navigation error corresponding to the net normal overload is determined. Specifically, the inertial navigation position estimation error is composed of a proportional gain term and an initial bias term. The proportional gain term is proportional to the flight time of the rendezvous aircraft; the longer the flight time, the greater the accumulated inertial navigation error. The initial bias term is a fixed error introduced by the initial alignment of the inertial navigation.

[0082] On the other hand, the detection and tracking error corresponding to the net normal overload is determined by using the standard deviation of the error between the relative velocity between the rendezvous vehicle and the target vehicle and the remaining mission time. Specifically, the detector's estimation error of the remaining mission time is transformed into the target position prediction error by multiplying it by the target's relative velocity; simultaneously, the detection and tracking error decays exponentially with the detector's continuous tracking time and has a minimum inherent noise floor. Combining the above factors, the standard deviation of the detector's estimation error for tracking the target position is obtained.

[0083] Step S504: Based on the sum of squared results of inertial navigation error, detection tracking error and airborne detection estimation error, the total position error standard deviation corresponding to the position error is obtained by superimposing the independent error variances.

[0084] Based on the three independent error sources of inertial navigation error, detection and tracking error, and seeker estimation error, and according to the principle of superposition of variances of independent random variables, the standard deviations of the three types of errors are squared and summed, and the square root of the sum is taken to calculate the standard deviation of the total position error of the rendezvous aircraft at the predicted rendezvous point in the terminal control phase.

[0085] Specifically, assuming that the three types of errors all follow a zero-mean normal distribution and are independent of each other, the variance of the total position error is equal to the sum of the variances of the three types of errors. Taking the square root of the total variance yields the standard deviation of the total position error. This total position error characterizes the overall position deviation level that the rendezvous aircraft needs to correct through maneuvers during the terminal control phase.

[0086] Step S505: Based on the probability that the total position error is within the maximum correction distance range, obtain the position correction capability value of the rendezvous aircraft.

[0087] The total position error is compared with the maximum correction threshold. When the total position error is less than the maximum correction threshold, it indicates that the rendezvous aircraft's maneuverability is sufficient to correct the current position deviation. In this case, based on parameters such as the magnitude of the total position error, the margin of the maximum correction threshold, and the effective radius of the rendezvous aircraft, the position correction capability value of the rendezvous aircraft is calculated using a probability integral model. The position correction capability value can be expressed as a single-engine rendezvous success rate or a rendezvous achievement confidence level, reflecting the rendezvous aircraft's ability to successfully achieve the rendezvous target through terminal control maneuvers under the current geometric parameters and error conditions.

[0088] If the total position error is greater than or equal to the maximum correction threshold, it indicates that the maneuverability of the rendezvous aircraft is insufficient to correct all position deviations. In this case, the position correction capability value is set to zero or the minimum effective level, indicating that the aircraft does not have effective rendezvous capability under this condition.

[0089] Optionally, the rendezvous results statistics of the rendezvous aircraft can be calculated based on the remaining mission time, including the following steps: Step S601: Obtain the effective rendezvous radius of the rendezvous vehicle, and calculate the standard deviation of the rendezvous position deviation value based on the estimation error of the remaining mission time after the end control and the relative speed between the rendezvous vehicle and the target vehicle.

[0090] First, the effective rendezvous radius of the rendezvous aircraft is determined by utilizing the error eliminated through filtering convergence and combining it with the effective radius of the rendezvous aircraft. The effective rendezvous radius characterizes the maximum rendezvous position deviation that the rendezvous aircraft can effectively rendezvous with the target after considering the terminal control filtering convergence effect, and is an important threshold parameter for determining whether the rendezvous is successful.

[0091] The amount of error that the rendezvous vehicle can eliminate through seeker filtering convergence during the terminal control phase is calculated based on the terminal control duration. Specifically, after the rendezvous vehicle enters the terminal control phase, the seeker's observation data of the target is processed in real time using Kalman filtering or other filtering algorithms. As the tracking time increases, the filtering estimation results gradually converge, and both the target position estimation error and the remaining mission time estimation error show a gradual decreasing trend. Based on the length of the terminal control duration, combined with the seeker filtering convergence rate and the initial error level, the amount of error that can be eliminated through filtering convergence at the end of the terminal control phase is calculated.

[0092] Step S602: Calculate the rendezvous position deviation value of the rendezvous aircraft using the standard deviation of the rendezvous position deviation value, and obtain the statistical value of the rendezvous result of the rendezvous aircraft based on the probability that the rendezvous position deviation value falls within the effective rendezvous radius.

[0093] The rendezvous position deviation of the rendezvous vehicles is calculated using the remaining mission time and its estimation error. Specifically, the remaining mission time estimation error is multiplied by the relative velocity between the rendezvous vehicle and the target vehicle to convert it into a target position prediction error, which then forms an important component of the rendezvous position deviation. Simultaneously, by combining other error sources such as inertial navigation error, detection and tracking error, and seeker estimation error, the total rendezvous position deviation at the end of the terminal control is obtained.

[0094] The total rendezvous position deviation is compared with the effective rendezvous radius. When the total rendezvous position deviation is less than the effective rendezvous radius, it indicates that the rendezvous position deviation is within the effective range of the rendezvous aircraft. In this case, the statistical value of the rendezvous result is calculated using the statistical distribution characteristics of the rendezvous position deviation (such as the normal distribution probability density function). The statistical value of the rendezvous result can be reflected as the probability distribution integral result of the rendezvous position deviation or the expected rendezvous level, which is used to characterize the overall rendezvous capability of the rendezvous aircraft to reach the target under the conditions of current remaining mission time estimation accuracy and terminal control filter convergence.

[0095] If the total intersection position deviation is greater than or equal to the effective intersection radius, it indicates that the intersection position deviation has exceeded the effective range. In this case, the statistical value of the intersection result is set to zero or the minimum effective level, indicating that there is no effective intersection capability under this condition.

[0096] Taking rendezvous aircraft as an example, such as Figure 5 As shown, the correction capability of the rendezvous aircraft during the terminal control phase depends on the overload capability of both the rendezvous aircraft and the target perpendicular to the line-of-sight direction. Its correction capability is calculated using the following formula: ; In the above formula, M corresponds to the rendezvous vehicle, T corresponds to the target vehicle, and PLOS is the direction perpendicular to the line of sight. The corresponding target's effective normal overload in the direction perpendicular to the line of sight; The total effective normal overload of the rendezvous aircraft in the direction perpendicular to the line of sight; The maximum normal overload corresponding to the target itself; The maximum normal overload provided by the aerodynamic forces of the rendezvous aircraft; The lateral overload provided by the direct force attitude control engine at the end of the rendezvous vehicle; The angle between the longitudinal axis of the target aircraft and the line of sight; The angle between the longitudinal axis of the rendezvous aircraft and the line of sight; The normal acceleration of the rendezvous vehicle and the target vehicle and It can be obtained by looking up the reference table. The lateral force generated when the rendezvous vehicle uses the terminal direct force attitude control engine. The maneuvering acceleration after canceling the target maneuver can then be written as: ; Therefore, the maximum correction capability of the rendezvous aircraft for position error during the terminal control phase is: During the terminal control phase, as the seeker's target estimation becomes more accurate, a certain amount of remaining mission time error can be corrected. This requires maneuvering the rendezvous aircraft to correct this error; the remaining error is the rendezvous position deviation. The standard deviation of the corrected remaining mission time error is... The standard deviation of the residual tracking error of the detector / seeker is calculated as follows: ; in This refers to the end-point control duration (cumulative tracking duration). (Proportional error coefficient, an error proportional to signal strength caused by sensor angle / range noise, target angle flicker, and multipath reflection) and (The bias error coefficient, which is a fixed and constant error caused by hardware zero-position deviation, calibration error, and inherent circuit drift, is the coefficient in the formula; The amount of error eliminated by the convergence of the tracking filter ( It is a function that increases with time; the longer the tracking time, the more errors can be eliminated.

[0097] If the remaining task time is corrected Follows the standard deviation If the target aircraft follows a normal distribution, then the position error that the rendezvous aircraft needs to correct can be written as: the relative velocity of the rendezvous aircraft and the target aircraft as they approach each other. That is, the difference between the velocity components of the two along the direction of the line of sight.

[0098] ; ; in This is the coordinate transformation matrix from the inertial frame to the line-of-sight coordinate system. The displacement in the line-of-sight coordinate system is represented by the component perpendicular to the line-of-sight direction, which is the position error that needs to be corrected.

[0099] Therefore, the position error that needs to be corrected by maneuver during the end-of-pipe control phase is the sum of the inertial navigation error, the detection estimation error, and the seeker estimation error, i.e.: ; When position error When the distance is less than the rendezvous vehicle's correction capability, the rendezvous vehicle can successfully achieve its rendezvous objective, that is: ; in: ; Besides the errors corrected during the end-control phase, there are still remaining errors in the estimation of the remaining mission time. , follows a standard deviation of The result is a normal distribution. The standard deviation of the intersection position deviation caused by this is... The calculation method and formula are the same. When the rendezvous position deviation is less than the effective rendezvous radius of the rendezvous aircraft... At that time, it is considered that the rendezvous aircraft have achieved the rendezvous objective, that is: ;in: .

[0100] Optionally, the rendezvous failure probability of the target aircraft can be calculated based on the position correction capability value and the rendezvous result statistics, including the following steps: Step S701: Determine the first rendezvous success rate of the rendezvous aircraft using the position correction capability value, and determine the second rendezvous success rate of the rendezvous aircraft using the rendezvous result statistics.

[0101] First, the first rendezvous success rate of the rendezvous aircraft is determined using the position correction capability value. The position correction capability value reflects the level to which the rendezvous aircraft corrects position deviations using its terminal control maneuvers. Based on the relative relationship between the position correction capability value and the total position error, the successful rendezvous rate of the rendezvous aircraft in the maneuver correction dimension is calculated by integrating the probability distribution, i.e., the first rendezvous success rate.

[0102] Simultaneously, the second rendezvous success rate of the rendezvous aircraft is determined using the rendezvous result statistics. The rendezvous result statistics reflect the statistical characteristics of the relative position deviation between the rendezvous aircraft and the target aircraft at the end of the terminal control. Based on the relative relationship between the rendezvous position deviation value and the effective radius, the successful rendezvous rate of the rendezvous aircraft in the rendezvous position deviation dimension, i.e., the second rendezvous success rate, is obtained through the coupling calculation of the probability distribution of the rendezvous position deviation value and the rendezvous criterion.

[0103] Step S702: Determine the single rendezvous success rate of the rendezvous vehicle alone to rendezvous with the target vehicle based on the product of the first rendezvous success rate and the second rendezvous success rate.

[0104] The success rate of a single rendezvous between the rendezvous vehicle and the target vehicle is determined by multiplying the success rate of the first rendezvous by the success rate of the second rendezvous. Specifically, corresponding weighting coefficients are assigned to the success rates of the first and second rendezvouss. These weighting coefficients can be set according to factors such as the control system of the rendezvous vehicle and the characteristics of the target. For example, for rendezvous vehicles using a direct rendezvous system, the weight of the maneuver correction dimension can be appropriately increased; for rendezvous vehicles using a fragmentation system, the weight of the rendezvous position deviation dimension can be appropriately increased.

[0105] By using weighted summation, weighted fusion, or multiplication of the two types of rendezvous success rates, a unified single-shot rendezvous success rate index is formed, namely, the success rate of a single rendezvous between the rendezvous aircraft and the target aircraft. For example, the single-shot rendezvous success rate between the rendezvous aircraft and the target aircraft can be determined by multiplying the first rendezvous success rate and the second rendezvous success rate. This single-shot rendezvous success rate comprehensively reflects the combined contribution of the rendezvous aircraft's maneuvering correction capability and its rendezvous position deviation capability to the rendezvous success.

[0106] Step S703: Construct the allocation matrix of the simulation system using the first number of rendezvous aircraft and the second number of target aircraft.

[0107] By using the first number of rendezvous aircraft (i.e., the total number of available rendezvous aircraft) and the second number of target aircraft (i.e., the total number of incoming targets), a rendezvous aircraft-target allocation matrix for the simulation system is constructed. The allocation matrix is ​​a two-dimensional 0-1 matrix, where rows correspond to each rendezvous aircraft and columns correspond to each incoming target. A matrix element with a value of 1 indicates that the corresponding rendezvous aircraft is allocated to the corresponding target, and a value of 0 indicates that no allocation is made.

[0108] Initially, all elements of the allocation matrix are set to 0, indicating that no rendezvous aircraft have been assigned yet. This allocation matrix is ​​the core data structure for subsequent iterative calculations of the target allocation algorithm, used to record the result of each round of allocation decisions.

[0109] Step S704: Calculate the probability of target aircraft failing to rendezvous under the single rendezvous success rate based on the allocation matrix.

[0110] Based on the allocation matrix and the single-round success rate of each rendezvous aircraft-target pairing, the rendezvous failure probability of the target aircraft is calculated. Specifically, for each target, according to all the rendezvous aircraft allocated to that target in the allocation matrix, the single-round failure probability of each rendezvous aircraft (i.e., 1 minus the single-round success rate) is multiplied together to obtain the joint probability that the target is not rendezvous with any rendezvous aircraft under the current allocation scheme, which is the rendezvous failure probability of the target aircraft.

[0111] The rendezvous failure probability changes dynamically with the update of the allocation scheme. When a new rendezvous aircraft is assigned to a target, the rendezvous failure probability of that target decreases accordingly. The target rendezvous failure probability is a key intermediate parameter for subsequent calculations of the system's performance and for optimizing target allocation.

[0112] Once the takeoff times of the rendezvous aircraft are given, the problem can be transformed into a static rendezvous aircraft target allocation problem. Assume the number of rendezvous aircraft is... The number of targets is The intersection success rate matrix is ​​set as follows: The allocation matrix is The target task priority weight value is The elements are as follows: , , . Let be the single-engine rendezvous success rate, which is the probability that rendezvous with target j is successful in a single takeoff when rendezvous with rendezvous aircraft i alone.

[0113] Define the index function as the rendezvous effect of the rendezvous aircraft on the target: .

[0114] Optionally, the revenue value of the aircraft rendezvous mission simulation system under the probability of rendezvous failure is calculated based on the number of rendezvous aircraft allocated, and the performance evaluation result of the aircraft rendezvous mission simulation system is determined by the revenue value, including the following steps: Step S801: Obtain the mission priority weight value of the target aircraft, and construct the benefit matrix of the aircraft rendezvous mission simulation system through the single rendezvous success rate, the first number and the second number.

[0115] First, the mission priority weights of the target aircraft are obtained. Then, the benefit matrix of the aircraft rendezvous mission simulation system is constructed using the single rendezvous success rate corresponding to each rendezvous aircraft-target pairing, the first number of rendezvous aircraft (i.e., the total number of available rendezvous aircraft), and the second number of target aircraft (i.e., the total number of incoming targets). The benefit matrix is ​​a two-dimensional matrix, with rows corresponding to each rendezvous aircraft and columns corresponding to each incoming target. Each element in the matrix corresponds to the execution benefit of assigning a certain rendezvous aircraft to a certain target.

[0116] At the same time, based on the second number of target aircraft, and combined with factors such as the type of each target, flight speed, trajectory altitude, and anti-interference capability, the mission priority weight value of each target aircraft is determined.

[0117] Step S802: Calculate the benefit value of each element in the benefit matrix using the single rendezvous success rate, rendezvous failure probability, and task priority weight value.

[0118] The benefit value of each element in the benefit matrix is ​​calculated using the single rendezvous success rate, the current rendezvous failure probability of the target, and the target task priority weight value. Specifically, for the element in the i-th row and j-th column of the benefit matrix, its benefit value is obtained by multiplying the corresponding single rendezvous success rate, the task priority weight value of the j-th target, and the rendezvous failure probability of the j-th target under the current allocation scheme.

[0119] Among them, the single rendezvous success rate represents the rendezvous capability of the rendezvous aircraft to reach the target, the mission priority weight value represents the importance of the target, and the rendezvous failure probability represents the current vulnerability level of the target. The physical meaning of multiplying these three values ​​is: the marginal execution benefit of assigning the rendezvous aircraft to the target, that is, the improvement in the overall rendezvous efficiency of the system by adding an additional rendezvous aircraft. The higher the rendezvous failure probability of a target, the greater the marginal benefit brought by adding a rendezvous aircraft, thus guiding the algorithm to prioritize covering targets with higher current vulnerability levels.

[0120] Step S803: Based on the number of rendezvous aircraft allocated, select the target element with the maximum benefit value from the benefit matrix in a loop, and obtain the target benefit value corresponding to the target element.

[0121] Based on the number of rendezvous aircraft allocated, the target element corresponding to the maximum benefit value is selected cyclically from the benefit matrix, and the target benefit value corresponding to that target element is obtained. Specifically, in each round of allocation, the matrix rows corresponding to the rendezvous aircraft that have not yet been allocated are first screened out. The element with the global maximum benefit value is found in these rows, and the rendezvous aircraft-target pairing corresponding to that element is used as the allocation decision for this round.

[0122] After selection, the element at the corresponding position in the allocation matrix is ​​set to 1, indicating that the rendezvous aircraft has been officially assigned to the target. At the same time, the number of assigned rendezvous aircraft is incremented by 1, and the rendezvous failure probability of each target is recalculated based on the updated allocation matrix. Then, the benefit value of all elements in the benefit matrix is ​​updated to prepare for the next round of allocation.

[0123] Step S804: When the allocated quantity is equal to the first quantity, determine the energy efficiency evaluation result of the aircraft rendezvous mission simulation system using all target benefit values.

[0124] When the number of rendezvous aircraft allocated equals the first number of rendezvous aircraft (i.e. all available rendezvous aircraft have been allocated), the target benefit values ​​obtained from all rounds are summed to obtain the total execution benefit value of the aircraft rendezvous mission simulation system under this allocation scheme, and the performance evaluation result of the simulation system is determined accordingly.

[0125] The performance evaluation results may include, but are not limited to: overall system rendezvous performance, comprehensive rendezvous probability of each target, rendezvous failure probability of each target, rendezvous aircraft-target allocation scheme, and weak target identification. Furthermore, takeoff time can be used as an outer optimization variable, combined with takeoff interval constraints, control channel resource constraints, and other conditions. An optimization algorithm iteratively searches for the optimal takeoff sequence, with each iteration invoking the aforementioned target allocation and benefit calculation process. Finally, the comprehensive performance evaluation results of the aircraft rendezvous mission simulation system under optimal configuration are output.

[0126] The above process can be solved using the AMMR algorithm, such as... Figure 6 As shown, the AMMR algorithm no longer assumes that all rendezvous aircraft have the same rendezvous success rate. Instead, it seeks rendezvous aircraft-target pairs that maximize the marginal benefit of the index function, thus obtaining a suboptimal solution with better performance. The solution process requires calculating the benefit matrix. and the target intersection failure probability vector First, set the number of assigned rendezvous aircraft. Then, the target assignment matrix is ​​initialized to zero. Next, the target rendezvous failure probability vector is calculated. , of which elements It is the probability that target j will not intersect under the current allocation scheme; Recalculate the benefit matrix The elements are: .

[0127] Furthermore, a matrix is ​​selected from the unassigned rendezvous aircraft. The largest rendezvous target pair of aircraft in the matrix will be assigned to the target pair. The corresponding position is set to 1. Finally, the number of rendezvous aircraft assigned is set to 1. Increment by 1, then determine the number of aircraft it encounters. The size relationship between them, if The solution process ends if the vector is not found; otherwise, the vector is recalculated. Then, begin the next round of iteration.

[0128] For a given takeoff time scheme, the rendezvous success rate matrix is ​​first calculated according to the detector tracking model, the rendezvous vehicle proxy model, and the rendezvous success rate model. Then, the target allocation result is quickly generated by the AMMR algorithm. The genetic algorithm iteratively optimizes the takeoff time based on the system's expected rendezvous performance.

[0129] The final output includes: rendezvous vehicle takeoff time, rendezvous success rate matrix, target allocation matrix, rendezvous success rate of each target, expected rendezvous performance of the system, control channel occupancy status, and weak targets not effectively covered, which are used to support the deployment optimization and execution strategy evaluation of the integrated simulation system.

[0130] As can be seen from the above-mentioned performance evaluation method for aircraft rendezvous mission simulation systems, this method pre-stores key data such as flight time, rendezvous speed, available overload, and end-point control geometry parameters through a three-dimensional performance interpolation table, avoiding repeated three-degree-of-freedom trajectory simulations during target allocation iterations and improving evaluation efficiency. In addition, this method comprehensively considers the rendezvous aircraft's maneuverability, target maneuverability, inertial navigation error, detection and tracking error, and seeker estimation error, making the rendezvous success rate vary with geometric parameters and rendezvous time, avoiding the use of fixed empirical probabilities, and balancing computational speed, interpretability, and evaluation accuracy. This method can provide decision support for the optimized design of aircraft simulation systems and the formulation of collaborative scheduling strategies.

[0131] Corresponding to the above embodiment of the performance evaluation method for aircraft rendezvous mission simulation systems, this embodiment of the invention also provides a performance evaluation device for aircraft rendezvous mission simulation systems. This device is applied in the controller of an aircraft rendezvous mission simulation system, which further includes a detector, a target aircraft, and rendezvous aircraft, such as... Figure 7 As shown, the device includes: Initialization module 100: Used to construct a three-dimensional performance interpolation table using the flight time, rendezvous speed and overload data of the rendezvous aircraft, calculate the rendezvous point corresponding to the rendezvous aircraft based on the target trajectory of the target aircraft, and calculate the rendezvous window of the target aircraft based on the tracking time of the detector at the rendezvous point; Rendezvous success rate modeling module 200: It is used to calculate the net normal overload of the rendezvous aircraft and the target aircraft and the remaining mission time of the rendezvous aircraft using a three-dimensional performance interpolation table. It calculates the position correction capability value of the rendezvous aircraft through the inertial navigation error, detection and tracking error and airborne detection estimation error corresponding to the net normal overload, and calculates the statistical value of the rendezvous result of the rendezvous aircraft through the remaining mission time. The performance evaluation and determination module 300 is used to calculate the rendezvous failure probability of the target aircraft based on the position correction capability value and the rendezvous result statistics, calculate the benefit value of the aircraft rendezvous mission simulation system under the rendezvous failure probability based on the number of rendezvous aircraft allocated, and determine the performance evaluation result of the aircraft rendezvous mission simulation system through the benefit value.

[0132] As can be seen from the above-mentioned aircraft rendezvous mission simulation system performance evaluation device, the device pre-stores key data such as flight time, rendezvous speed, available overload, and end-point control geometry parameters through a three-dimensional performance interpolation table, avoiding repeated three-degree-of-freedom trajectory simulations during target allocation iterations and improving evaluation efficiency. In addition, the device comprehensively considers the rendezvous aircraft's maneuverability, target maneuverability, inertial navigation error, detection and tracking error, and seeker estimation error, making the rendezvous success rate vary with geometric parameters and rendezvous time, avoiding the use of fixed empirical probabilities, and taking into account computational speed, interpretability, and evaluation accuracy. It can provide decision support for the optimized design of aircraft simulation systems and the formulation of collaborative scheduling strategies.

[0133] The aircraft rendezvous mission simulation system performance evaluation device provided in this embodiment of the invention has the same implementation principle and technical effect as the aforementioned aircraft rendezvous mission simulation system performance evaluation method embodiment. For the sake of brevity, any parts not mentioned in the device embodiment can be referred to the corresponding content in the aforementioned aircraft rendezvous mission simulation system performance evaluation method embodiment.

[0134] This embodiment also provides an electronic device, the structural schematic diagram of which is shown below. Figure 8 As shown, the device includes a processor 101 and a memory 102; wherein, the memory 102 is used to store one or more computer instructions, which are executed by the processor to implement the steps of the above-mentioned aircraft rendezvous mission simulation system performance evaluation method.

[0135] Figure 8 The electronic device shown also includes a bus 103 and a communication interface 104, with the processor 101, communication interface 104 and memory 102 connected via the bus 103.

[0136] The memory 102 may include high-speed random access memory (RAM) and may also include non-volatile memory, such as at least one disk storage device. The bus 103 may be an ISA bus, PCI bus, or EISA bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 8 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0137] The communication interface 104 is used to connect to at least one user terminal and other network units through a network interface, and to send encapsulated IPv4 packets or IPv4 packets to the user terminal through the network interface.

[0138] Processor 101 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of processor 101 or by instructions in software form. The processor 101 can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this disclosure. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this disclosure can be directly manifested as execution by a hardware decoding processor, or execution by a combination of hardware and software modules in the decoding processor. The software module can reside in a mature storage medium in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory 102. The processor 101 reads the information in memory 102 and, in conjunction with its hardware, completes the steps of the method described in the foregoing embodiments.

[0139] This invention also provides a storage medium storing a computer program, which, when run by a processor, executes the steps of the aircraft rendezvous mission simulation system performance evaluation method described in the foregoing embodiments.

[0140] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, devices, and methods can be implemented in other ways. The system embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the coupling or direct coupling or communication connection shown or discussed may be through some communication interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0141] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0142] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0143] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, electronic device, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0144] Finally, it should be noted that the above-described embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for evaluating the performance of an aircraft rendezvous mission simulation system, characterized in that, The method is applied in the controller of an aircraft rendezvous mission simulation system, which further includes a detector, a target aircraft, and rendezvous aircraft; the method includes: A three-dimensional performance interpolation table is constructed using the flight time, rendezvous speed, and overload data of the rendezvous aircraft. The rendezvous point corresponding to the rendezvous aircraft is calculated based on the target trajectory of the target aircraft. The rendezvous window of the target aircraft is calculated based on the tracking time of the detector at the rendezvous point. The net normal overload of the rendezvous vehicle and the target vehicle, as well as the remaining mission time of the rendezvous vehicle, are calculated using the three-dimensional performance interpolation table. The position correction capability value of the rendezvous vehicle is calculated using the inertial navigation error, detection and tracking error, and airborne detection estimation error corresponding to the net normal overload. The rendezvous result statistics of the rendezvous vehicle are calculated using the remaining mission time. After calculating the rendezvous failure probability of the target aircraft based on the position correction capability value and the rendezvous result statistics, the benefit value of the aircraft rendezvous mission simulation system under the rendezvous failure probability is calculated based on the number of rendezvous aircraft allocated, and the effectiveness evaluation result of the aircraft rendezvous mission simulation system is determined by the benefit value.

2. The method for evaluating the performance of an aircraft rendezvous mission simulation system according to claim 1, characterized in that, A three-dimensional performance interpolation table is constructed using the flight time, rendezvous speed, and overload data of the rendezvous aircraft, including: The altitude, longitudinal rendezvous distance, and lateral rendezvous distance of the rendezvous aircraft are obtained based on a spherical Earth model, and the rendezvous area of ​​the rendezvous aircraft is constructed using the altitude, longitudinal rendezvous distance, and lateral rendezvous distance. The target rendezvous point in the rendezvous area is obtained using a preset sampling interval parameter, and the flight time, rendezvous speed and maximum overload acceleration of the rendezvous aircraft are obtained through the target rendezvous point; A three-dimensional performance interpolation table for the rendezvous aircraft is constructed based on the flight time, rendezvous speed, maximum overload acceleration, altitude value, longitudinal rendezvous distance, and lateral rendezvous distance.

3. The method for evaluating the performance of an aircraft rendezvous mission simulation system according to claim 1, characterized in that, Calculate the rendezvous point of the rendezvous vehicle based on the target trajectory of the target vehicle, and calculate the rendezvous window of the target vehicle based on the tracking time of the detector at the rendezvous point, including: The tracking constraints of the detector are constructed using the relative position vector between the flight position of the target aircraft and the deployment position of the detector; Based on the aforementioned tracking constraints, the detector is used to obtain the real-time position coordinates of the target aircraft under the target trajectory. The rendezvous point between the rendezvous vehicle and the target vehicle under the target trajectory is calculated using the real-time position coordinates, and the tracking time of the detector at the rendezvous point is obtained based on the tracking constraints. The preparation time of the detector in the simulation system is obtained based on the tracking constraints. The rendezvous window of the target aircraft is determined by summing the tracking time and the preparation time.

4. The method for evaluating the performance of an aircraft rendezvous mission simulation system according to claim 1, characterized in that, The net normal overload of the rendezvous vehicle and the target vehicle, as well as the remaining mission time of the rendezvous vehicle, are calculated using the three-dimensional performance interpolation table, including: The first normal acceleration of the rendezvous vehicle is obtained using the three-dimensional performance interpolation table, and the second normal acceleration of the target vehicle is obtained based on the maneuverability parameters of the target vehicle in the target trajectory. Based on the observation line of sight of the rendezvous aircraft and the target aircraft, the first angle between the axis of the rendezvous aircraft and the observation line of sight, the lateral acceleration generated by the attitude control mechanism in the rendezvous aircraft, and the first normal acceleration, the first normal overload of the rendezvous aircraft is calculated; After calculating the second normal overload of the rendezvous aircraft based on the second angle between the axis of the target aircraft and the observation line of sight and the second normal acceleration, the net normal overload of the first normal overload and the second normal overload is calculated; wherein, when the first normal overload is greater than the second normal overload, the difference between the two is taken as the net normal overload; otherwise, the net normal overload is set to 0. The rendezvous speed of the rendezvous aircraft is obtained through the three-dimensional performance interpolation table. The relative speed between the rendezvous aircraft and the target aircraft is calculated based on the rendezvous speed. The end-of-course control duration of the rendezvous aircraft is calculated using the relative speed and the control distance between the rendezvous aircraft and the target aircraft. The remaining mission time of the rendezvous aircraft is determined through the end-of-course control duration.

5. The method for evaluating the performance of an aircraft rendezvous mission simulation system according to claim 4, characterized in that, The position correction capability value of the rendezvous vehicle is calculated using the inertial navigation error, detection and tracking error, and airborne detection estimation error corresponding to the net normal overload, including: The maximum correction threshold for the position error of the rendezvous vehicle during the terminal control phase is calculated using the corrected acceleration corresponding to the net normal overload and the terminal control duration. The relative velocity between the rendezvous vehicle and the target vehicle under the net normal overload is obtained. The displacement vector of the rendezvous vehicle in the line-of-sight coordinate system is calculated using the relative velocity and the end control duration. The airborne detection estimation error of the rendezvous vehicle is obtained through the component of the displacement vector perpendicular to the line-of-sight direction. The inertial navigation error corresponding to the net normal overload is determined by using the flight time of the rendezvous aircraft in the three-dimensional performance interpolation table, and the detection and tracking error corresponding to the net normal overload is determined by using the error standard deviation of the relative velocity and the remaining mission time. The total position error standard deviation corresponding to the position error is obtained by superimposing the sum of squares of the inertial navigation error, the detection and tracking error, and the airborne detection estimation error according to the independent error variances; The position correction capability value of the rendezvous aircraft is obtained based on the probability that the total position error is within the maximum correction distance range.

6. The method for evaluating the performance of an aircraft rendezvous mission simulation system according to claim 4, characterized in that, The rendezvous results statistics of the rendezvous aircraft are calculated based on the remaining mission time, including: The effective rendezvous radius of the rendezvous aircraft is obtained, and the standard deviation of the rendezvous position deviation is calculated based on the estimation error of the remaining mission time after the end control and the relative speed between the rendezvous aircraft and the target aircraft. The rendezvous position deviation value of the rendezvous aircraft is calculated using the standard deviation of the rendezvous position deviation value. The statistical value of the rendezvous result of the rendezvous aircraft is obtained based on the probability that the rendezvous position deviation value falls within the effective rendezvous radius.

7. The method for evaluating the performance of an aircraft rendezvous mission simulation system according to claim 1, characterized in that, The rendezvous failure probability of the target aircraft is calculated based on the position correction capability value and the rendezvous result statistics, including: The first rendezvous success rate of the rendezvous aircraft is determined using the position correction capability value, and the second rendezvous success rate of the rendezvous aircraft is determined using the rendezvous result statistics. The single rendezvous success rate of the rendezvous aircraft rendezvous with the target aircraft is determined by the product of the first rendezvous success rate and the second rendezvous success rate. The allocation matrix of the simulation system is constructed by the first number of rendezvous aircraft and the second number of target aircraft. The probability of rendezvous failure of the target aircraft under the single rendezvous success rate is calculated based on the allocation matrix.

8. The method for evaluating the performance of an aircraft rendezvous mission simulation system according to claim 7, characterized in that, Based on the allocated number of rendezvous aircraft, the revenue value of the aircraft rendezvous mission simulation system under the rendezvous failure probability is calculated, and the performance evaluation result of the aircraft rendezvous mission simulation system is determined through the revenue value, including: Obtain the mission priority weight value of the target aircraft, and construct the benefit matrix of the aircraft rendezvous mission simulation system using the single rendezvous success rate, the first number, and the second number; The benefit value of each element in the benefit matrix is ​​calculated using the single rendezvous success rate, the rendezvous failure probability, and the task priority weight value. Based on the number of rendezvous aircraft allocated, the target element with the maximum benefit value is selected cyclically from the benefit matrix, and the target benefit value corresponding to the target element is obtained. When the allocated quantity is equal to the first quantity, the energy efficiency evaluation result of the aircraft rendezvous mission simulation system is determined using all target benefit values.

9. A performance evaluation device for an aircraft rendezvous mission simulation system, characterized in that, The device is used in the controller of an aircraft rendezvous mission simulation system, which further includes a detector, a target aircraft, and rendezvous aircraft; the device includes: Initialization module: used to construct a three-dimensional performance interpolation table using the flight time, rendezvous speed and overload data of the rendezvous aircraft, calculate the rendezvous point corresponding to the rendezvous aircraft based on the target trajectory of the target aircraft, and calculate the rendezvous window of the target aircraft based on the tracking time of the detector at the rendezvous point; Rendezvous success rate modeling module: used to calculate the net normal overload of the rendezvous aircraft and the target aircraft and the remaining mission time of the rendezvous aircraft using the three-dimensional performance interpolation table, calculate the position correction capability value of the rendezvous aircraft through the inertial navigation error, detection and tracking error and airborne detection estimation error corresponding to the net normal overload, and calculate the rendezvous result statistics of the rendezvous aircraft through the remaining mission time; The performance evaluation and determination module is used to calculate the rendezvous failure probability of the target aircraft based on the position correction capability value and the rendezvous result statistics, calculate the benefit value of the aircraft rendezvous mission simulation system under the rendezvous failure probability based on the number of rendezvous aircraft allocated, and determine the performance evaluation result of the aircraft rendezvous mission simulation system through the benefit value.

10. An electronic device, characterized in that, The electronic device includes a processor and a memory, the memory storing computer-executable instructions that can be executed by the processor, the processor executing the computer-executable instructions to implement the steps of the aircraft rendezvous mission simulation system performance evaluation method according to any one of claims 1 to 8.

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