An aircraft multi-aircraft dense formation flight control method and system

Abstract

The present invention discloses a method and system for controlling the formation of multiple aircraft in dense formation. First, the flight position of the unmanned aircraft is located; the formation flight mode of the unmanned aircraft is selected, and a formation flight instruction is sent; a nonlinear system model is established, an adaptive control law is introduced based on the nonlinear system model, an adaptive dynamic inversion control law model is established, compensation data for flight errors is obtained, and the compensation data for flight errors is transmitted to the unmanned aircraft. The unmanned aircraft feeds back real-time flight data to the adaptive dynamic inversion control law model to obtain real-time compensation data for the flight of the unmanned aircraft, and compensates for errors in flight in real time and precisely to maintain the stability of the formation during the flight of the unmanned aircraft, solving the technical problem that the chain reaction caused by the deviation of a single aircraft during the flight of the unmanned aircraft affects the overall formation.

Description

Technical Field

[0001] The present invention belongs to the technical field of unmanned aerial vehicle formation flight, and relates to a method and system for controlling the formation of multiple aircraft in a dense formation. Background Art

[0002] The research on the formation of multiple aircraft in a dense formation mainly focuses on how to control the relative positions of the aircraft in the formation to maintain a certain three-dimensional formation. Therefore, the research content mainly studies the relative geometric relationship between the equipment during formation operation. On this basis, combined with their mutual influence, a mathematical model based on the formation geometric relationship is established, aiming to quickly solve complex dynamic equations and establish a formation cluster model with engineering practicability. At the same time, adding the influence of disturbances on the attitude and position control of the aircraft and improving the robustness of the control law to disturbances is an important research content in the research of cooperative formation control methods, which is particularly important for maintaining the formation of aircraft.

[0003] The dense formation of multiple aircraft is different from the formation of two, three, or four aircraft. Due to the large number of aircraft, there may be other aircraft in front of, behind, left, and right of an unmanned equipment, and the spacing is relatively close. Therefore, the change in the position of a single aircraft will cause a chain reaction, and the position deviation of one aircraft will affect the formation of the entire formation. Therefore, in the formation control of aircraft flight, it is an important issue to be able to consider the overall relationship between each aircraft when maintaining the formation. Summary of the Invention

[0004] The purpose of the present invention is to solve the problems in the prior art and provide a method and system for controlling the formation of multiple aircraft in a dense formation.

[0005] To achieve the above object, the present invention adopts the following technical solutions:

[0006] A method for controlling the formation of multiple aircraft in a dense formation, comprising the following steps:

[0007] S1: Locate the flight position of the unmanned aerial vehicle;

[0008] S2: Select the formation flight mode of the unmanned aerial vehicle and send a formation flight instruction;

[0009] S3: Establish a non-linear system model, introduce an adaptive control law based on the non-linear system model, establish an adaptive dynamic inversion control law model, obtain compensation data for flight errors based on the flight instruction, and transmit the compensation data for flight errors to the unmanned aerial vehicle;

[0010] S4: The unmanned aerial vehicle feeds back the real-time flight data to the adaptive dynamic inversion control law model to obtain real-time compensation data for the flight of the unmanned aerial vehicle.

[0011] A further improvement of the present invention lies in:

[0012] In S3, the non - linear model of the UAV is as follows:

[0013]

[0014] The introduced adaptive control law includes:

[0015] Based on formula (1), tracking the given attitude angle signal σ r (t), and describing the tracking error signal as a linear equation:

[0016]

[0017] In the formula, e = σ - σ r , representing the error value between the input variable and the output variable; C>0 and K>0 are adjustable parameter matrices for adjusting the error dynamic characteristics.

[0018] The adaptive dynamic inversion control law model is as follows:

[0019]

[0020] In the formula, Γ1 and Γ2 are adjustable parameters of the adaptive control law.

[0021] The formation flight modes include high - low double - group formation, three - aircraft formation, four - aircraft mobile formation, two - aircraft follow - up formation, and diamond escort formation.

[0022] An aircraft multi - aircraft dense formation control system includes a positioning module, a formation instruction module, an error compensation module, and a compensation loop module;

[0023] The positioning module is used to locate the flight position of the UAV;

[0024] The formation instruction module is used to select the formation flight mode of the UAV and send formation flight instructions;

[0025] The error compensation module establishes a non - linear system model, introduces an adaptive control law based on the non - linear system model, establishes an adaptive dynamic inversion control law model, obtains compensation data for flight errors, and transmits the compensation data for flight errors to the UAV;

[0026] The compensation loop module is used to feed back the real - time flight data of the UAV to the adaptive dynamic inversion control law model to obtain real - time compensation data for the UAV flight.

[0027] A terminal device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the method described above are implemented.

[0028] A computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method described above are implemented. Compared with the prior art, the present invention has the following beneficial effects:

[0029] The present invention discloses a method for controlling the formation of multiple aircraft in a dense formation. A system model of the aircraft is established, and at the same time, an adaptive control law is introduced to cope with the influence of model parameter uncertainty, enhancing the robustness of the controller. Based on this, an adaptive dynamic inverse control law model is established to calculate the compensation error during the flight of the unmanned aircraft, obtain the adjusted aircraft control amount, and transmit the adjusted control amount to the unmanned aircraft. During the flight execution, the unmanned aircraft feeds back the flight data to the adaptive dynamic inverse control law model in real time to accurately adjust the compensation error during flight in real time and maintain the stability of the formation during the flight of the unmanned aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the drawings required in the embodiments. It should be understood that the following drawings only show some embodiments of the present invention, and thus should not be regarded as limiting the scope. For those of ordinary skill in the art, other related drawings can be obtained based on these drawings without creative efforts.

[0031] Figure 1 is the conversion from the geographic coordinate system N to the aircraft coordinate system B;

[0032] Figure 2 is the conversion from the aircraft coordinate system B to the base coordinate system T;

[0033] Figure 3 is the formation diagram of the high-low double-group formation;

[0034] Figure 4 is the formation of three aircraft;

[0035] Figure 5 is the formation diagram of the four-aircraft mobile formation;

[0036] Figure 6 is the formation diagram of the double-aircraft follow-up formation;

[0037] Figure 7 is the formation diagram of the diamond escort formation;

[0038] Figure 8 is the schematic diagram of the formation construction;

[0039] Figure 9 The structural block diagram of the structural adaptive dynamic inverse control law. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0040] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are some but not all of the embodiments of the present invention. Components of the embodiments of the present invention usually described and illustrated in the drawings here can be arranged and designed in various different configurations.

[0041] Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the scope of protection of the present invention.

[0042] It should be noted that like reference numerals and letters denote like items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0043] In the description of the embodiments of the present invention, it should be noted that if terms such as "upper", "lower", "horizontal", "inner", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, or the orientations or positional relationships in which the inventive product is customarily placed during use, it is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present invention. In addition, terms such as "first", "second", etc. are only used for descriptive distinction and cannot be construed as indicating or implying relative importance.

[0044] In addition, if the term "horizontal" appears, it does not mean that the component is required to be absolutely horizontal, but it can be slightly inclined. For example, "horizontal" only means that its direction is more horizontal relative to "vertical", and does not mean that the structure must be completely horizontal, but it can be slightly inclined.

[0045] In the description of the embodiments of the present invention, it should also be noted that unless otherwise clearly specified and limited, if terms such as "set", "installed", "connected", "coupled" are to be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0046] The present invention will be further described in detail below with reference to the accompanying drawings:

[0047] An embodiment of the present invention discloses a method and system for controlling the formation of multiple aircraft in a dense formation, including the following steps:

[0048] Step 1: Select a reference coordinate system. Other unmanned aerial vehicles (UAVs) use their own instantaneous positions as the origin to obtain the relative positions with respect to the reference position. By using lidar, the distance from the sensor to the scanning target is obtained through a laser rangefinder and an optical scanning unit. In this patent, multiple UAVs form a formation. The purpose of calibration is to use the geodetic coordinate system as the reference and convert the lidar point cloud data of other UAVs to this coordinate system to obtain the geodetic rectangular coordinate system information of the UAVs among the entire aircraft group.

[0049] The geodetic coordinate system has the earth's center as the origin. The Z o axis points in the direction of the North Pole, the X o axis points in the direction from the earth's center to the intersection of the Greenwich meridian plane and the earth's equator, and the Y o axis is perpendicular to both the X o and Z o axes to form a right-handed system. The coordinates of each point in the geodetic coordinate system can be expressed as: (B, L, H), representing the latitude, longitude, and elevation of the point respectively. Latitude is the angle between the line connecting a point to the earth's center and the earth's equatorial plane, and its value ranges from 0° to 90°; longitude is the angle between the line connecting a point to the two poles and the plane where the 0° meridian is located; geodetic elevation is the distance from a point in space along the normal direction of the reference ellipsoid to the reference ellipsoid surface.

[0050] The geodetic rectangular coordinate system coincides with the geodetic coordinate system. The coordinates of any point in the geodetic rectangular coordinate system can be represented by the projections of the point on each coordinate axis of this coordinate system: (x g , y g , z g ).

[0051] In the geographic coordinate system, the origin is the position where the carrier aircraft center is located at a certain moment. The Z n axis points to the due north direction, the X n axis is perpendicular to the ground and points to the sky, the Y n axis is perpendicular to both the Z n and X n axes to form a right-handed system and points to the due east, as shown in Figure 1 . The coordinates of each point in the geographic coordinate system can be expressed as (x n , y n , z n ).

[0052] The origin of the aircraft-borne coordinate system is the center of the carrier aircraft navigation system. The Y b represents the transverse axis of the carrier aircraft, the Z b represents the longitudinal axis of the carrier aircraft, and the X bPointing from the belly to the back. Φ is the heading angle of the carrier aircraft, γ is the pitch angle of the carrier aircraft, and θ is the roll angle of the carrier aircraft, representing the three attitude angles of this coordinate system relative to the geographical coordinate system. When the attitude angles are all zero, the three axes of the carrier aircraft coordinate system coincide with the three axes of the geographical coordinate system. The coordinates of any point in the carrier aircraft coordinate system are expressed as: (x b , y b , z b ).

[0053] Due to the existence of initial installation errors, that is, the carrier aircraft coordinate system and the base coordinate system do not completely coincide. At the same time, since the base of the optoelectronic reconnaissance platform is connected to the carrier aircraft by shock absorbers, errors will be generated due to the vibration of the shock absorbers during operation. The three installation error angles of the base coordinate system relative to the carrier aircraft coordinate system are defined as Δφ I , Δγ I , Δθ I . The three vibration error angles of the base coordinate system relative to the carrier aircraft coordinate system are defined as Δφ v , Δγ V , Δθ V .

[0054] The present invention converts the coordinates of the lidar in the base coordinate system into the geodetic coordinate system, and the conversion steps are as follows:

[0055] (1) Conversion from the geodetic coordinate system O to the geodetic rectangular coordinate system G

[0056]

[0057] Among them: e represents the first eccentricity of the ellipsoid; a represents the semi-major axis of the ellipsoid.

[0058] (2) Conversion from the geodetic rectangular coordinate system G to the geodetic coordinate system N:

[0059]

[0060] Among them, (x0, y0, z0) are the coordinates of the origin of the N system in the G system; L0, B0 are the longitude and latitude of the origin of the N system.

[0061] (3) Conversion from the geodetic coordinate system N to the carrier aircraft coordinate system B, see Figure 1 .

[0062] The transformation matrix for rotating by φ around the X n axis:

[0063]

[0064] The transformation matrix for rotating by γ around the rotated Y n axis:

[0065]

[0066] Rotated around the Z n Transformation matrix for rotating by θ around the axis:

[0067]

[0068] Then the transformation from the geographic coordinate system N to the aircraft-mounted coordinate system B:

[0069]

[0070] (4) For the transformation from the aircraft-mounted coordinate system B to the base coordinate system T, see Figure 2 .

[0071] First, consider the installation error between the aircraft-mounted coordinate system and the base coordinate system:

[0072] Rotating by Δφ around the Xb axis I Transformation matrix:

[0073]

[0074] Rotating by Δγ around the rotated Yb axis I Transformation matrix:

[0075]

[0076] Transformation matrix for rotating by Δ around the rotated Zb axis:

[0077]

[0078] The conversion of the vibration error between the aircraft-mounted coordinate system and the base coordinate system is similar to the installation error. The conversion from the aircraft-mounted coordinate system B to the base coordinate system T:

[0079]

[0080] After the above 4 calculation steps, the coordinate conversion from the lidar positioning data coordinate system to the geodetic coordinate system is completed.

[0081] Step 2: Design the formation of the UAV dense formation:

[0082] This patent uses the hierarchical formation method to design the formation of large-scale aircraft formations. Hierarchical formation means first designing the basic formation of the basic combat units, and then forming the overall formation of the basic tactical units according to certain mission requirements.

[0083] For the shape of the basic formation, multiple methods such as parallel formation, longitudinal formation, diamond formation, and cross formation are proposed. The distance and azimuth between UAVs in the formation can be set according to factors such as mission requirements, anti-collision radius, sensor detection range, and inter-aircraft aerodynamic coupling effects.

[0084] The embodiments of the present invention disclose the formation methods of several basic tactical units in the research.

[0085] (1) High-low double-group formation

[0086] See Figure 3 , this formation consists of two double-aircraft formations. The first group in the front flies at a higher altitude, and the second group in the back flies at a lower altitude. The two unmanned aircraft in the double-aircraft formation of the group maintain a certain interval. The front and back two formations are arranged at a certain angle, and a certain distance and height difference are left. When expanding the formation, the newly added unmanned aircraft should form a third double-aircraft formation; and the position of the third double-aircraft formation is preferably selected on the different side of the first group from the second double-aircraft formation, so that the maneuvering space of the third double-aircraft formation will be larger and the maneuvering space of the second group will not be reduced.

[0087] (2) Three-aircraft formation

[0088] See Figure 4 , in which two unmanned aircraft are arranged longitudinally, and the other one is on the side. The three unmanned aircraft are all at different altitude levels. There is a large distance between the individual aircraft in the formation, and the formation can quickly change into other formations.

[0089] (3) Four-aircraft mobile formation

[0090] See Figure 5 , this formation consists of two double-aircraft formations. The first group of double-aircraft formation is in the front, with the lead aircraft in the front and the wingman in the left rear of the lead aircraft; the second group of double-aircraft formation is in the right rear of the first group of double-aircraft formation, with the lead aircraft in the front and the wingman in the right rear of the lead aircraft; the included angle between the unmanned aircraft in each double-aircraft formation is about 60°, leaving a lateral distance greater than the turning radius. There is a height difference between the unmanned aircraft in the double-aircraft formation, but the lead aircraft is always at a higher position; the rear double-aircraft formation in these two double-aircraft formations is at a higher altitude level.

[0091] (4) Double-aircraft follow-up formation

[0092] See Figure 6 , in this formation, there is a certain distance left between the front and rear unmanned aircraft both longitudinally and laterally, and there is a height difference. When the formation needs to be expanded, the position of the newly added unmanned aircraft can be flexibly configured to form a new formation. For example, the new unmanned aircraft can be configured in the right rear of the wingman, or it can be configured behind the lead aircraft and on the same central axis as the lead aircraft to form a three-aircraft formation.

[0093] (5) Rhombus escort formation

[0094] See Figure 7, in this formation, four drones form a rhombus, and there can be a height difference between the drones. These drones can also be in the same plane, but there needs to be enough vertical distance between the drones in the drone formation to reduce the influence of airflow coupling.

[0095] Step 3: Multiple aircraft in formation execute flight missions:

[0096] The research on the method for constructing the formation of drones focuses on how to control drones to enable multiple drones to reach the positions within a certain area simultaneously and form a specified formation while ensuring safety. See Figure 8 , multiple drones gather from different directions and form a specified formation in a specific area.

[0097] Formation construction can be classified as a large-scale centralized control problem. By performing complex calculations to obtain the control inputs of each flight unit within the formation, while driving each flight unit within the formation to perform complex maneuvers, it is necessary to satisfy the constraint that the distance between any two flight units is greater than the safety distance and does not exceed the communication distance, and ultimately make the relative positions between each flight unit reach the expected requirements to form a new expected formation.

[0098] The formation organization process in the present invention is divided into three layers: the decision-making and planning layer, the control and execution layer, and the coordination and feedback layer.

[0099] (1) Decision-making and planning layer

[0100] Collect the status of each drone and formation mission information. Based on this information, the drone formation decision-making system will make decisions and plans according to the corresponding optimization algorithms. The reference factors for decision-making include drone collision avoidance and minimum energy consumption. The functions that the decision-making and planning layer can complete include:

[0101] Implement multi-source information fusion, conduct threat assessment by integrating battlefield environment information; conduct mission planning, specifically implemented as planning the flight route for the drone formation performing the flight mission and deciding on formation transformation according to the situation assessment.

[0102] (2) Control and execution layer

[0103] An autopilot is installed on each drone, and the autopilot constitutes the most basic part of the control and execution layer. The control and execution layer executes the control instructions given by the decision-making system and also needs to complete the management work of its own drone. The main tasks of the control and execution layer include:

[0104] The navigation and positioning of a single UAV itself, and the relative navigation and positioning of UAVs in a formation to determine the positional relationship between UAVs; execute decision-making and mission planning, manage the climbing flight speed state of UAVs, enable UAVs to execute tasks according to the required flight modes, and enable UAVs to meet different constraints such as the most fuel-efficient flight; implement the online fault diagnosis task of UAVs to ensure the safe flight of UAVs.

[0105] (3) Coordination and feedback layer

[0106] During the execution process, each UAV feeds back its own state and the execution situation of the task to the coordination and feedback layer. The coordination and feedback layer coordinates the movement and task execution of multiple UAVs. At the same time, when the task cannot be achieved or a new threat situation appears, it can trigger the decision-making and planning layer to make a re-decision. The main tasks of the coordination and feedback layer include:

[0107] Collect the state information of a single UAV, including the battle damage situation and fuel consumption situation of the UAV, etc., collect the task execution situation information, including the task execution situation, and conduct a situation assessment and analysis to determine whether the task can be completed, etc.;

[0108] Feed back this UAV information, task completion information, and the evaluation results of the coordination and feedback layer to the decision-making and planning layer to decide whether to trigger re-planning;

[0109] Realize the real-time scheduling and management of the planned tasks to ensure that the UAV formation completes the formation task as required;

[0110] Send instructions to each UAV according to the coordination algorithm, coordinate each UAV to ensure that the UAVs avoid collisions and simultaneously execute tasks synchronously, and directly control the UAVs when necessary.

[0111] Step 4: Control and adjustment of the formation of multiple aircraft. The method of nonlinear dynamic inversion is used to eliminate the original dynamic characteristics of the UAVs and add the desired motion characteristics; an adaptive control law is introduced to cope with the influence of model parameter uncertainties and enhance the robustness of the controller. The present invention uses the potential function method for formation control. During the process of aircraft forming a formation, by guiding the UAVs to the desired formation positions and then using the potential function method to keep the current formation stable and unchanged, that is, a formation is completed. After detecting an obstacle, it enters the avoidance mode, and the formation maintenance algorithm no longer works. See Figure 9 :

[0112] Express the kinematic equation and dynamic equation of the UAV as the following nonlinear system model:

[0113]

[0114] For the nonlinear system model, a control law is designed to make the system track the given attitude angle signal σ r(t), the tracking error signal is described as a linear equation, satisfying:

[0115]

[0116] where e = σ - σ r , C > O and K > 0 are adjustable parameter matrices for adjusting the error dynamic characteristics.

[0117] Using the method of nonlinear dynamic inversion, the motion characteristics of the UAV closed-loop system are directly designed according to requirements. Since g(σ, ω) and h(σ, ω) contain uncertain factors caused by inaccurate aircraft aerodynamic data and mass data obtained from experiments, etc., an adaptive controller is established for compensation. According to Lyapunov stability theory, the structure adaptive dynamic inversion control law can be expressed as:

[0118]

[0119] where Γ1 and Γ2 are adjustable parameters of the adaptive control law.

[0120] An embodiment of the present invention discloses an aircraft multi-aircraft dense formation control system, including a positioning module, a formation instruction module, an error compensation module, and a compensation loop module;

[0121] The positioning module is used to position the flight position of the UAV;

[0122] The formation instruction module is used to select the formation flight mode of the UAV and send formation flight instructions;

[0123] The error compensation module establishes a nonlinear system model, introduces an adaptive control law based on the nonlinear system model, establishes an adaptive dynamic inversion control law model, obtains compensation data for flight errors, and conveys the compensation data for flight errors to the UAV;

[0124] The compensation loop module is used to feed back the real-time flight data of the UAV to the adaptive dynamic inversion control law model to obtain real-time compensation data for the UAV flight.

[0125] A schematic diagram of a terminal device provided by an embodiment of the present invention. The terminal device of this embodiment includes: a processor, a memory, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps in the above-mentioned method embodiments are implemented. Or, when the processor executes the computer program, the functions of each module / unit in the above-mentioned device embodiments are implemented.

[0126] The computer program can be divided into one or more modules / units, which are stored in the memory and executed by the processor to implement the present invention.

[0127] The terminal device can be a computing device such as a desktop computer, a notebook, a palm computer, and a cloud server. The terminal device may include, but is not limited to, a processor and a memory.

[0128] The processor can be a Central Processing Unit (CPU), or can also be other general-purpose processors, Digital Signal Processors (DSPs), Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0129] The memory can be used to store the computer program and / or modules. By running or executing the computer program and / or modules stored in the memory, and invoking the data stored in the memory, the terminal device can implement various functions.

[0130] If the modules / units integrated in the terminal device are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, to implement all or part of the processes in the above-mentioned embodiment methods of the present invention, it can also be completed by a computer program instructing relevant hardware. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, the steps of the above-mentioned various method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in the form of source code, object code, executable file, or some intermediate form, etc. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disc, computer memory, Read-Only Memory (ROM), Random Access Memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium, etc. It should be noted that the content included in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electrical carrier signals and telecommunication signals.

[0131] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, various modifications and variations can be made to the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A method for controlling the formation of a multi-aircraft dense formation of an aircraft, characterized in that It includes the following steps: S1: Locate the flight position of the drone; S2: Select the formation flight mode of the drone and send a formation flight instruction; S3: Establish a nonlinear system model, introduce an adaptive control law based on the nonlinear system model, establish an adaptive dynamic inversion control law model, obtain compensation data for flight errors based on the flight instruction, and transmit the compensation data for flight errors to the drone; S4: The drone feeds back the real-time flight data to the adaptive dynamic inversion control law model to obtain the real-time compensation data for the drone flight; In S3, the nonlinear model of the drone is: Among them, represents the magnitude of the UAV flight speed; represents the UAV attitude angle; y represents the system output, i.e., the UAV spatial position; f represents the UAV flight speed expression related to the position and attitude angle; g represents the UAV attitude angle expression related to the position and attitude angle; h represents the UAV control quantity efficiency expression; u represents the control quantity of each rudder surface of the UAV; The introduction of the adaptive control law includes: Based on Equation (1), track the given attitude angle signal σ r (t), and describe the tracking error signal as a linear equation: where e = σ - σ r , representing the error value between the input variable and the output variable; C>O and K>0 are adjustable parameter matrices used to adjust the error dynamic characteristics; The adaptive dynamic inversion control law model is: Where, Γ1 and Γ2 are adjustable parameters of the adaptive control law; u represents the controller output; Ψ represents the speed error term; represents the partial derivative function of the UAV attitude angle expression related to the position and attitude angle with respect to the Euler angle; represents the partial derivative function of the UAV control quantity efficiency expression with respect to the Euler angle; C represents the adjustable speed parameter matrix; K represents the adjustable position parameter matrix; T represents the matrix transpose symbol.

2. The method for controlling the formation of a multi-aircraft dense formation of an aircraft according to claim 1, wherein, The formation flight modes include high-low double-group formation, three-aircraft formation, four-aircraft mobile formation, two-aircraft follow-up formation, and diamond escort formation.

3. The aircraft multi-aircraft dense formation flight control system according to claim 1, characterized in that, It includes a positioning module, a formation instruction module, an error compensation module, and a compensation loop module; The positioning module is used to locate the flight position of the drone; The formation instruction module is used to select the formation flight mode of the drone and send a formation flight instruction; The error compensation module establishes a nonlinear system model, introduces an adaptive control law based on the nonlinear system model, establishes an adaptive dynamic inversion control law model, obtains compensation data for flight errors, and transmits the compensation data for flight errors to the drone; The compensation loop module is used to feed back the real-time flight data of the drone to the adaptive dynamic inversion control law model to obtain the real-time compensation data for the drone flight.

4. A terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1-3.

5. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the method according to any one of claims 1-3.

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