Multi-vehicle cooperative guidance method for complex constraints

Abstract

The application provides a multi-aircraft cooperative guidance method for complex constraints, which comprises the following steps: determining virtual hit points of each aircraft according to flight speeds of the aircrafts, and corresponding expected hit time, expected impact angle constraint, expected attack time constraint, and field of view angle constraint, and controlling each aircraft to fly to the corresponding virtual hit point to complete the first stage flight; determining acceleration instructions of proportional guidance based on the consistency principle corresponding to each aircraft according to the speed, the field of view angle, the front angle in the pitch direction and the front angle in the yaw direction of each aircraft, and controlling the corresponding aircraft to fly to the same target based on the acceleration instructions to complete the second stage flight, so that high-precision time cooperation of each aircraft is realized, and the multi-aircraft simultaneously hits the target.

Description

Technical Field

[0001] This invention belongs to the field of aircraft guidance technology, specifically relating to a multi-aircraft cooperative guidance method for complex constraints. Background Technology

[0002] With the continuous improvement of multi-layered defense systems for unmanned aerial vehicles (UAVs), the traditional one-to-one guidance law for single UAVs faces significant challenges in attacking enemy targets. In this context, researchers have proposed the concept of cooperative guidance, where multiple UAVs work together to attack targets, aiming to become an effective countermeasure to improve defense / penetration capabilities.

[0003] Multiple aircraft performing cooperative guidance can be viewed as intelligent agent systems that can cooperate to achieve mission objectives based solely on simple control laws. Multi-aircraft cooperative guidance has been used in operations such as radar deception, reconnaissance, surveillance, and air strikes. The effectiveness of multi-aircraft cooperative operations far surpasses that of a single, high-tech, and high-cost aircraft. Furthermore, multi-agent cooperative systems composed of multiple aircraft possess richer combat capabilities than single aircraft. For cooperative guidance, it is essential to fully utilize the combat capabilities of each aircraft, exchange information via communication links, and achieve coordination in attack time and / or collision angle to improve attack effectiveness. Therefore, cooperative guidance (including temporal and spatial coordination) has significant engineering implications and has received widespread attention in recent years.

[0004] However, existing multi-aircraft coordination methods have low accuracy and poor performance. Summary of the Invention

[0005] To address the aforementioned problems in existing technologies, this invention provides a multi-vehicle cooperative guidance method for complex constraints. The technical solution of this invention includes:

[0006] In a first aspect, the present invention provides a multi-vehicle cooperative guidance method for complex constraints, comprising:

[0007] Based on the flight speed of each aircraft and the corresponding expected hit time, expected landing angle constraint, expected attack time constraint, and field of view constraint, the virtual hit point of each aircraft is determined, and each aircraft is controlled to fly to the corresponding virtual hit point to complete the first stage of flight.

[0008] Based on the speed, field of view, pitch angle, and yaw angle of each aircraft, the corresponding proportional guidance acceleration command based on the consistency principle is determined for each aircraft. Based on the acceleration command, the corresponding aircraft is controlled to fly to the same target to complete the second stage of flight.

[0009] Secondly, the present invention also provides a multi-vehicle cooperative guidance device for complex constraints, comprising:

[0010] The first determining module is used to determine the virtual hit point of each aircraft based on the flight speed of each aircraft and the corresponding expected hit time, expected landing angle constraint, expected attack time constraint, and field of view constraint, and to control each aircraft to fly to the corresponding virtual hit point in order to complete the first stage of flight;

[0011] The second determining module is used to determine the acceleration command for each aircraft based on the speed, field of view, pitch angle and yaw angle of each aircraft, and to control the corresponding aircraft to fly to the same target based on the acceleration command, so as to complete the second stage of flight.

[0012] Thirdly, the present invention provides an electronic device, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus;

[0013] Memory, used to store computer programs;

[0014] The processor, when executing a program stored in memory, implements any of the method steps provided in the first aspect.

[0015] In a sixth aspect, the present invention provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements any of the method steps provided in the first aspect.

[0016] The beneficial effects of this invention are:

[0017] The multi-vehicle cooperative guidance method for complex constraints provided by this invention determines the virtual hit point of each vehicle based on its flight speed and corresponding expected hit time, expected angle of impact constraint, expected attack time constraint, and field of view constraint. It then controls each vehicle to reach its corresponding virtual hit point to complete the first stage of flight. This ensures that the vehicles reach the virtual hit point and align with the target under field of view and overload constraints during the first flight stage. Furthermore, based on the speed, field of view, pitch angle, and yaw angle of each vehicle, it determines the corresponding proportional guidance acceleration command based on the consistency principle for each vehicle. Using this acceleration command, it controls the corresponding vehicles to reach the same target to complete the second stage of flight. In the second flight stage, under proportional guidance, the vehicles achieve approximately straight-line flight while meeting the expected time and expected angle of impact, simultaneously achieving high-precision time coordination among the vehicles and ensuring that multiple vehicles hit the target simultaneously.

[0018] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0019] Figure 1 A flowchart illustrating a multi-vehicle cooperative guidance method for complex constraints provided by the present invention;

[0020] Figure 2 This is a schematic diagram of the structure of a multi-aircraft cooperative guidance device for complex constraints provided by the present invention. Detailed Implementation

[0021] The present invention will be further described in detail below with reference to specific embodiments, but the implementation of the present invention is not limited thereto.

[0022] This invention provides a multi-aircraft cooperative guidance method for complex constraints. Using a virtual hit point as the guidance switching point, the guidance law is divided into two stages. The first stage uses sliding mode control to achieve a guidance law that satisfies the field of view and angle of impact constraints. Once the angle of impact constraint is met in the first stage, the method enters the second stage, the proportional guidance stage. Since the first stage has already aligned with the target, the second stage uses the consistency principle for fine-tuning to achieve approximately straight-line flight. Simultaneously, it achieves high-precision time coordination among the aircraft, ensuring that multiple aircraft simultaneously hit the target.

[0023] Figure 1 A flowchart illustrating a multi-vehicle cooperative guidance method for complex constraints provided by this invention is shown below. Figure 1 As shown, the method includes:

[0024] S101. Based on the flight speed of each aircraft and the corresponding expected hit time, expected landing angle constraint, expected attack time constraint, and field of view constraint, determine the virtual hit point of each aircraft, and control each aircraft to fly to the corresponding virtual hit point to complete the first stage of flight.

[0025] It should be noted that the virtual hit points of each aircraft are not exactly the same, and the virtual hit point of any aircraft may change as the aircraft moves during the first stage of flight.

[0026] Aircraft can be drones, missiles, or other similar devices.

[0027] Optionally, based on the expected hit time, expected angle of impact constraints, expected attack time constraints, and field of view constraints corresponding to each aircraft, the virtual hit point of each aircraft is determined, including:

[0028] Based on the expected hit time, expected angle of impact constraints, expected attack time constraints, and field of view constraints corresponding to each aircraft, the expression for the virtual hit point is determined. The virtual hit point is represented as:

[0029]

[0030] Where, x VP The x-coordinate of the virtual hit point. T The x-coordinate of the target is represented by κ, which represents the ratio of the flight time from the virtual hit point to the expected hit time, where κ ∈ [0,1]. des κt represents the expected hit time. des V represents the flight time of the aircraft from the virtual hit point to the target. M θ represents the speed of the aircraft. Ldes φ represents the desired line-of-sight pitch angle of the aircraft. Ldes y represents the aircraft's desired line-of-sight yaw angle. VP The y-coordinate represents the virtual hit point. T The z-coordinate of the target. VP The z-axis represents the height of the virtual hit point. T κt represents the height of the target. des V M This indicates the distance between the virtual hit point and the target.

[0031] The iteration error function is determined, and its expression is:

[0032]

[0033] in, (1-κ)t represents the remaining flight time for the first stage. des This indicates the flight time for the aircraft to travel from its current position to the virtual hit point.

[0034] The golden section fast iteration method and the iteration error function are used to solve for κ, and the solution is substituted into the expression of the virtual hit point to obtain the position of the virtual hit point.

[0035] The golden section fast iteration method and iteration error function are used to solve for κ, which includes the following steps:

[0036] 1) Given a = 0, b = 1, ε = 0.01.

[0037] 2). Calculate x1=a+0.382(ba), x2=a+0.618(ba).

[0038] 3) Calculate f1 = f(x1) and f2 = f(x2).

[0039] 4) If f1 > f2, then let a = x1. If ba < ε, then go to 5). Otherwise, let f1 = f2, x1 = x2, x2 = a + 0.618(ba), f2 = f(x2), then go to 4).

[0040] If f1 < f2, let b = x2. If b - a < ε, then go to 5); otherwise, let f2 = f1, x2 = x1, x1 = a + 0.382(b - a), f1 = f(x1), and go to 4).

[0041] 5) Stop and output κ = (a + b) / 2.

[0042] It should be noted that the iterative error function involves the remaining flight time of the first flight phase, and the expression for the remaining flight time of the first flight phase is as follows:

[0043]

[0044] Among them, R VP is the distance from the aircraft to the virtual impact point calculated by iteration, V M represents the speed of the aircraft, and φ M represents the lead angle of the aircraft in the yaw direction.

[0045] However, in the first iterative calculation, since the virtual impact point cannot be calculated it is possible to first use to replace to calculate the virtual impact point for the first time. Among them, R represents the distance from the aircraft to the target, and V M represents the speed of the aircraft.

[0046] This method can overcome the problem of inaccurate flight time obtained from the remaining flight time estimation formula. Through repeated iterative calculations, the flight time gradually becomes accurate during the iteration. When the aircraft is aligned with the target, the estimation of the remaining flight time becomes accurate, thereby obtaining the true virtual impact point.

[0047] Optionally, controlling each aircraft to fly to the corresponding virtual impact point to complete the first-stage flight includes:

[0048] Establish a guidance coordinate system, and based on the guidance coordinate system, construct a motion relationship model of each aircraft relative to the target.

[0049] Construct the mapping relationship between the lead angles in the yaw direction and the lead angles in the pitch direction of each aircraft.

[0050] According to the motion relationship model of each aircraft relative to the target and the mapping relationship between the lead angles in the yaw direction and the lead angles in the pitch direction of each aircraft, determine the guidance law for the first stage corresponding to each aircraft, and control each aircraft to fly to the corresponding virtual impact point according to the corresponding guidance law for the first stage.

[0051] Among them, the guidance law for the first stage includes the acceleration command for the yaw channel and the acceleration command for the pitch channel.

[0052] In one possible implementation, the expression for the motion relationship model of the aircraft relative to the target is:

[0053]

[0054]

[0055]

[0056]

[0057] σ M =arccos(cosθ) M cosφ M ),

[0058] Among them, V M a represents the speed of the aircraft. z a represents the acceleration of the aircraft's pitch channel. y σ represents the acceleration of the yaw path of the aircraft, R represents the distance between the aircraft and the target, and σ represents the acceleration of the yaw path of the aircraft. M θ represents the field of view of the aircraft. L The pitch angle, φ, represents the aircraft's line of sight. L The yaw angle θ represents the aircraft's line of sight. M φ represents the leading angle of the aircraft in the pitch direction. M θ represents the leading angle of the aircraft in the yaw direction. Ldes φ represents the desired line-of-sight pitch angle of the aircraft. Ldes This indicates the aircraft's desired line-of-sight yaw angle.

[0059] In one possible implementation, the expression for the mapping relationship between the yaw lead angle and the pitch lead angle of each aircraft is as follows:

[0060]

[0061]

[0062] in,

[0063]

[0064] k b1 =σ Mmax -ε,

[0065] σ Mmax φ represents the maximum field of view. M θ represents the leading angle of the aircraft in the yaw direction. M This indicates the leading angle of the aircraft in the pitch direction.

[0066] In one possible implementation, based on the motion relationship model of each aircraft relative to the target and the mapping relationship between the yaw and pitch lead angles of each aircraft, the guidance law for the first stage for each aircraft is determined, including:

[0067] 1) Construct an intermediate function. The expression of the intermediate function is:

[0068]

[0069]

[0070] 2) Based on the intermediate function, the motion relationship model of each aircraft relative to the target, and the mapping relationship between the yaw direction lead angle and the pitch direction lead angle of each aircraft, determine the acceleration command of the yaw channel and the acceleration command of the pitch channel for each aircraft in the first stage.

[0071] The expression for the acceleration command in the yaw channel is:

[0072]

[0073] in,

[0074]

[0075] s d1 =c1e1 cosθ L ,

[0076]

[0077]

[0078] c1 and c2 are constants greater than 0, e1 and e2 represent the tracking error functions used by the sliding mode control method to calculate the yaw channel acceleration, and θ L R represents the aircraft's line-of-sight pitch angle, R represents the distance between the aircraft and the target, and V represents the distance between the aircraft and the target. M θ represents the speed of the aircraft. M φ represents the leading angle of the aircraft in the pitch direction. M The leading angle of the aircraft in the yaw direction, α y This indicates the acceleration of the aircraft's yaw path.

[0079] The expression for the acceleration command in the pitch channel is:

[0080]

[0081] in,

[0082] s d2 =c3e3,

[0083]

[0084]

[0085]

[0086] c3 and c4 are constants greater than 0, e4 and e3 represent the tracking error function used by the sliding mode control method to calculate the pitch channel acceleration configuration, σ Mmax This indicates the maximum field of view of the aircraft.

[0087] It should be noted that, since the first stage involves the aircraft flying towards the virtual impact point, determining the acceleration commands for the yaw and pitch channels for each aircraft in the first stage requires setting the aircraft's maximum field of view σ. Mmax Using the equivalent maximum field of view Instead, the conversion formula is expressed as follows:

[0088]

[0089] in, Let V be the velocity vector of the aircraft. It is the vector pointing from the aircraft to the target. It is the vector pointing from the aircraft to the virtual hit point.

[0090] S102. Based on the speed, field of view, pitch angle and yaw angle of each aircraft, determine the acceleration command of proportional guidance based on the consistency principle for each aircraft, and control the corresponding aircraft to fly to the same target based on the acceleration command to complete the second stage of flight.

[0091] Optionally, the expression for the proportional guidance acceleration command based on the consistency principle for aircraft i is:

[0092]

[0093] in,

[0094]

[0095] ξ i t represents the consistency error between the remaining flight time of the first stage corresponding to aircraft i and the remaining flight time of the first stage corresponding to its neighboring aircraft node j. go,i This represents the remaining flight time for the first stage corresponding to aircraft i.

[0096]

[0097] N represents the proportional guidance coefficient, Vi σ represents the velocity of aircraft i. i θ represents the field of view of aircraft i. m,i φ represents the leading angle of aircraft i in the pitch direction. m,i R represents the leading angle of aircraft i in the yaw direction. i Let k represent the distance from aircraft i to the target, and k represent the guidance law control gain. y,i a represents the yaw acceleration of aircraft i. z,i a represents the pitch acceleration of aircraft i. b,i σ represents the cooperative acceleration command control term for aircraft i. Mmax Indicates the maximum field of view.

[0098] The multi-vehicle cooperative guidance method for complex constraints provided by this invention determines the virtual hit point of each vehicle based on its flight speed and corresponding expected hit time, expected angle of impact constraint, expected attack time constraint, and field of view constraint. It then controls each vehicle to reach its corresponding virtual hit point to complete the first stage of flight. This ensures that the vehicles reach the virtual hit point and align with the target under field of view and overload constraints during the first flight stage. Furthermore, based on the speed, field of view, pitch angle, and yaw angle of each vehicle, it determines the corresponding proportional guidance acceleration command based on the consistency principle for each vehicle. Using this acceleration command, it controls the corresponding vehicles to reach the same target to complete the second stage of flight. In the second flight stage, under proportional guidance, the vehicles achieve approximately straight-line flight while meeting the expected time and expected angle of impact, simultaneously achieving high-precision time coordination among the vehicles and ensuring that multiple vehicles hit the target simultaneously.

[0099] Figure 2 This is a schematic diagram of the structure of a multi-aircraft cooperative guidance device for complex constraints provided by the present invention, as shown below. Figure 2 As shown, the device includes:

[0100] The first determining module 21 is used to determine the virtual hit point of each aircraft based on the flight speed of each aircraft and the corresponding expected hit time, expected landing angle constraint, expected attack time constraint, and field of view constraint, and to control each aircraft to fly to the corresponding virtual hit point in order to complete the first stage of flight.

[0101] The second determining module 22 is used to determine the acceleration command of proportional guidance based on the consistency principle for each aircraft according to the speed, field of view, pitch angle and yaw angle of each aircraft, and control the corresponding aircraft to fly to the same target based on the acceleration command to complete the second stage of flight.

[0102] This invention also provides a schematic diagram of the structure of an electronic device, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus.

[0103] Memory, used to store computer programs;

[0104] When a processor executes a program stored in memory, it implements the steps provided in the above method embodiments.

[0105] The present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps provided in the above-described method embodiments.

[0106] The above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of the present invention. It should not be construed that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the concept of the present invention, and all such modifications and substitutions should be considered within the scope of protection of the present invention.

Claims

1. A multi-vehicle cooperative guidance method for complex constraints, characterized in that, include: Based on the flight speed of each aircraft, the corresponding expected hit time, expected landing angle constraint, expected attack time constraint, and field of view constraint, the virtual hit point of each aircraft is determined, and each aircraft is controlled to fly to the corresponding virtual hit point to complete the first stage of flight. Based on the speed, field of view, pitch angle and yaw angle of each aircraft, the acceleration command of proportional guidance based on the consistency principle is determined for each aircraft. Based on the acceleration command, the corresponding aircraft is controlled to fly to the same target to complete the second stage of flight. aircraft The corresponding expression for the proportional-guided acceleration command based on the consistency principle is: ， in, ， Indicates aircraft The remaining flight time of the corresponding first stage and its neighboring spacecraft nodes The consistency error between the remaining flight time of the corresponding first stage, Indicates aircraft The remaining flight time corresponding to the first stage, ， Indicates the proportional guidance coefficient. Indicates aircraft speed, Indicates aircraft field of view, Indicates aircraft At the leading angle in the pitch direction Indicates aircraft At the leading angle of the yaw direction Indicates aircraft Distance to the target This indicates the control gain of the guidance law. Indicates aircraft Yaw acceleration, Indicates aircraft pitch acceleration, Indicates aircraft Cooperative acceleration command control item, Indicates the maximum field of view.

2. The method according to claim 1, characterized in that, Based on the expected hit time, expected angle of impact constraints, expected attack time constraints, and field of view constraints corresponding to each aircraft, the virtual hit point of each aircraft is determined, including: Based on the expected hit time, expected angle of impact constraints, expected attack time constraints, and field of view constraints corresponding to each aircraft, the expression for the virtual hit point is determined as follows: ， in, Represents the x-coordinate of the virtual hit point. The x-coordinate of the target. , Indicates the expected hit time. This indicates the flight time of the aircraft from the virtual hit point to the target. Indicates the speed of the aircraft. Indicates the aircraft's desired line-of-sight pitch angle. This indicates the aircraft's desired line-of-sight yaw angle. This represents the y-coordinate of the virtual hit point. The vertical coordinate of the target. Indicates the height of the virtual hit point. Indicates the height of the target. This indicates the distance between the virtual hit point and the target; The iteration error function is determined, and its expression is: ， in, This indicates the remaining flight time for the first stage. This indicates the flight time of the aircraft from its current position to the virtual hit point; The solution is obtained using the golden section fast iteration method and the aforementioned iteration error function. The solution result is then substituted into the expression for the virtual hit point to obtain the virtual hit point.

3. The method according to claim 1, characterized in that, The control of each of the aforementioned aircraft to fly to the corresponding virtual hit point to complete the first stage of flight includes: Establish a guidance coordinate system, and based on the guidance coordinate system, construct a motion relationship model of each of the aircraft relative to the target; Construct the mapping relationship between the yaw direction lead angle and the pitch direction lead angle of each of the aforementioned aircraft; Based on the motion relationship model of each aircraft relative to the target and the mapping relationship between the yaw direction lead angle and the pitch direction lead angle of each aircraft, the guidance law of the first stage corresponding to each aircraft is determined, and each aircraft is controlled to fly to the corresponding virtual hit point according to the guidance law of the corresponding first stage. The guidance law of the first stage includes the acceleration command of the yaw channel and the acceleration command of the pitch channel.

4. The method according to claim 3, characterized in that, The expression for the motion relationship model of the aircraft relative to the target is: ， ， ， ， ， in, Indicates the speed of the aircraft. This represents the acceleration of the aircraft's pitch channel. This represents the acceleration of the aircraft's yaw path. Indicates the distance between the aircraft and the target. Indicates the field of view of the aircraft. Indicates the aircraft's line-of-sight pitch angle. Indicates the aircraft's line-of-sight yaw angle. This indicates the leading angle of the aircraft in the pitch direction. This indicates the leading angle of the aircraft in the yaw direction. Indicates the aircraft's desired line-of-sight pitch angle. This indicates the aircraft's desired line-of-sight yaw angle.

5. The method according to claim 4, characterized in that, The expression for the mapping relationship between the yaw lead angle and the pitch lead angle of each of the aforementioned aircraft is as follows: ， ， in, ， ， Indicates the maximum field of view. This indicates the leading angle of the aircraft in the yaw direction. This indicates the leading angle of the aircraft in the pitch direction.

6. The method according to claim 5, characterized in that, The step of determining the guidance law for each aircraft in the first stage based on the motion relationship model of each aircraft relative to the target and the mapping relationship between the yaw and pitch lead angles of each aircraft includes: Construct an intermediate function, the expression of which is: ， ， Based on the intermediate function, the motion relationship model of each aircraft relative to the target, and the mapping relationship between the yaw lead angle and the pitch lead angle of each aircraft, the acceleration commands for the yaw channel and the pitch channel corresponding to each aircraft in the first stage are determined. The expression for the acceleration command of the yaw channel is as follows: ， in, ， ， ， , A constant greater than 0 , This represents the tracking error function of the yaw channel of an aircraft constructed based on the sliding mode control method. Indicates the aircraft's line-of-sight pitch angle. Indicates the distance between the aircraft and the target. Indicates the speed of the aircraft. This indicates the leading angle of the aircraft in the pitch direction. This indicates the leading angle of the aircraft in the yaw direction. This represents the acceleration of the aircraft's yaw path. The yaw angle, representing the aircraft's line of sight. This indicates the aircraft's desired line-of-sight yaw angle; The expression for the acceleration command of the pitch channel is: ， in, ， ， ， ， , It is a constant greater than 0. , This represents the tracking error function of the pitch channel of an aircraft constructed based on the sliding mode control method. Indicates the maximum field of view of the aircraft. This indicates the aircraft's desired line-of-sight pitch angle.

7. A multi-vehicle cooperative guidance device for complex constraints, characterized in that, The multi-vehicle cooperative guidance method for complex constraints according to any one of claims 1-6 includes: The first determining module is used to determine the virtual hit point of each aircraft based on the flight speed of each aircraft, the corresponding expected hit time, the expected landing angle constraint, the expected attack time constraint, and the field of view constraint, and to control each aircraft to fly to the corresponding virtual hit point to complete the first stage of flight; The second determining module is used to determine the acceleration command for each of the aircraft based on the consistency principle of proportional guidance according to the speed, field of view, pitch angle and yaw angle of each aircraft, and control the corresponding aircraft to fly to the same target based on the acceleration command to complete the second stage of flight.

8. An electronic device, characterized in that, It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; A processor, when executing a program stored in memory, implements the steps of the method described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the method described in any one of claims 1-6.

Images