Energy-optimal coordinated encirclement and attack guidance method for multiple aircraft

Abstract

The present invention discloses a multi-aircraft energy optimal coordinated encirclement and strike guidance method. In order to realize the coordinated interception of maneuvering targets, the method proposes an explicit coordination strategy, and realizes the interception of maneuvering targets by coordinating the relative line of sight angles between aircraft, wherein the terminal line of sight angle of each aircraft is predicted according to the physical characteristics of ideal proportional guidance, and the aircraft are sorted according to the predicted line of sight angle; then, the difference of the terminal line of sight angles of adjacent aircraft is calculated, the difference state vector is constructed, and the optimal control law is designed to make the predicted relative line of sight angle error vector converge to the expected difference, so that multiple aircraft can intercept maneuvering targets with a small overload ratio while satisfying the relative line of sight angle constraint.

Description

Technical Field

[0001] The present invention relates to the technical field of guidance for multiple aircraft clusters to intercept highly maneuverable targets, and in particular to a guidance method capable of realizing a low overload ratio interception of highly maneuverable targets by multiple aircraft clusters under the constraint of relative sight angles. Background Art

[0002] For intercepting highly maneuverable and high-value targets, engineering usually adopts a method of multi-aircraft coordinated interception to increase the probability of intercepting the target; in order to improve the probability of multi-aircraft identifying and intercepting the target and reduce the terminal required overload, multiple aircraft are required to simultaneously meet the relative line of sight angle constraints and small overload ratio constraints between aircraft at the end of the interception. However, the existing guidance methods are difficult to meet the above two engineering requirements at the same time.

[0003] A common method in engineering is to pre-assign the terminal interception angle of each aircraft before the guidance process begins, and then use a one-to-one angle constraint guidance law for guidance. This method is called implicit coordination. Implicit coordination can solve the multi-directional interception problem of low-speed targets to a certain extent, but for aerial targets with large-scale maneuvers, the pre-specified angle constraints may not meet tactical requirements and will cause unnecessary energy consumption.

[0004] Based on the practical problems in the above-mentioned project, the inventors have conducted in-depth research on the relative line of sight angle constraints and small overload ratio constraints between aircraft, in the hope of designing a new multi-aircraft energy optimal coordinated encirclement and strike guidance method that can solve the above-mentioned problems. Summary of the invention

[0005] In order to overcome the above-mentioned problems, the inventors have conducted intensive research and designed a multi-aircraft energy optimal coordinated encirclement and strike guidance method. In order to achieve coordinated interception of maneuvering targets, the method proposes an explicit coordination strategy, and achieves interception of maneuvering targets by coordinating the relative line of sight angles between aircraft. Among them, the terminal line of sight angle of each aircraft is predicted according to the physical characteristics of ideal proportional guidance, and the aircraft are sorted according to the predicted line of sight angle; then, the difference in the terminal line of sight angles of adjacent aircraft is calculated, the difference state vector is constructed, and the optimal control law is designed to make the predicted relative line of sight angle error vector converge to the expected difference, so that multiple aircraft can intercept maneuvering targets with a small overload ratio while satisfying the relative line of sight angle constraints, thereby completing the present invention.

[0006] Specifically, the purpose of the present invention is to provide a multi-aircraft energy optimal coordinated encirclement and strike guidance method, in which:

[0007] Multiple aircraft are launched to form a cluster to intercept the target. Each aircraft in the cluster captures the target independently and then sends interaction information to the outside in real time. Each aircraft receives the interaction information in real time and obtains the required overload based on it. The steering gear is then controlled based on the required overload to change the motion trajectory of the aircraft. Finally, the aircraft in the cluster are controlled to hit the target with the expected line of sight angle difference.

[0008] The beneficial effects of the present invention include:

[0009] (1) The multi-aircraft energy optimal coordinated encirclement and strike guidance method provided by the present invention is used to guide and control the aircraft cluster, so that multiple aircraft can intercept maneuvering targets with a small overload ratio while meeting the relative line of sight angle constraint;

[0010] (2) According to the multi-aircraft energy optimal coordinated encirclement and strike guidance method provided by the present invention, each aircraft can intercept the target with the lowest energy consumption, and the terminal sight angles of each aircraft are different, and the target is hit based on the terminal sight angles with predetermined differences. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 It shows that in the embodiment 1 of the present application, the guidance gain coefficient N i =4,M i =2, schematic diagram of the motion trajectory of the aircraft and the target when the target performs the terminal optimal maneuver;

[0012] Figure 2 It shows that in the embodiment 1 of the present application, the guidance gain coefficient N i =4,M i = 2, when the target performs the terminal optimal maneuver, the sight angle σ and the track angle γ on the aircraft M Schematic diagram of changes over time;

[0013] Figure 3 It shows that in the embodiment 1 of the present application, the guidance gain coefficient N i =4,M i =2, schematic diagram of the acceleration command obtained in the relative system changing with time when the target performs the terminal optimal maneuver;

[0014] Figure 4 It shows that in the embodiment 1 of the present application, the guidance gain coefficient N i =4,M i =2, when the target performs the terminal optimal maneuver, the schematic diagram of the change of overload ratio over time is obtained;

[0015] Figure 5 It shows that in the embodiment 2 of the present application, the guidance gain coefficient N i =6,M i=4, schematic diagram of the motion trajectory of the aircraft and the target when the target performs the terminal optimal maneuver;

[0016] Figure 6 It shows that in the embodiment 2 of the present application, the guidance gain coefficient N i =6,M i =4, when the target performs the terminal optimal maneuver, the sight angle σ and the track angle γ on the aircraft M Schematic diagram of changes over time;

[0017] Figure 7 It shows that in the embodiment 2 of the present application, the guidance gain coefficient N i =6,M i =4, schematic diagram of the acceleration command obtained in the relative system changing with time when the target performs the terminal optimal maneuver;

[0018] Figure 8 It shows that in the embodiment 2 of the present application, the guidance gain coefficient N i =6,M i =4, when the target performs the terminal optimal maneuver, the schematic diagram of the change of overload ratio over time is obtained;

[0019] Fig. 9 It shows that in the embodiment 3 of the present application, the guidance gain coefficient N i =4,M i =2, schematic diagram of the motion trajectory of the aircraft and the target when the target performs a sinusoidal maneuver;

[0020] Fig.10 It shows that in the embodiment 3 of the present application, the guidance gain coefficient N i =4,M i = 2, when the target performs a sinusoidal maneuver, the sight angle σ and the track angle γ on the aircraft M Schematic diagram of changes over time;

[0021] Fig.11 It shows that in the embodiment 3 of the present application, the guidance gain coefficient N i =4,M i =2, schematic diagram of the change of acceleration command obtained in the relative system over time when the target performs a sinusoidal maneuver;

[0022] Fig.12 It shows that in the embodiment 3 of the present application, the guidance gain coefficient N i =4,M i =2, when the target performs a sinusoidal maneuver, a schematic diagram of the change of the overload ratio over time is obtained;

[0023] Fig.13 It shows that in the embodiment 4 of the present application, the guidance gain coefficient N i =6,M i =4, schematic diagram of the motion trajectory of the aircraft and the target when the target performs a sinusoidal maneuver;

[0024] Fig.14 It shows that the guidance gain coefficient N of Example 4 of the present application i =6,M i =4, when the target performs a sinusoidal maneuver, the sight angle σ and the track angle γ on the aircraft M Schematic diagram of changes over time;

[0025] Fig.15 It shows that the guidance gain coefficient N of Example 4 of the present application i =6,M i =4, schematic diagram of the change of acceleration command over time in the relative system when the target performs a sinusoidal maneuver;

[0026] Fig.16 It shows that the guidance gain coefficient N of Example 4 of the present application i =6,M i =4, when the target performs a sinusoidal maneuver, a schematic diagram of the change of the overload ratio over time is obtained;

[0027] Fig.17 The overall logic diagram of the multi-aircraft energy optimal coordinated encirclement and strike guidance method of the present application is shown. DETAILED DESCRIPTION

[0028] The present invention will be further described in detail below through the accompanying drawings and embodiments. Through these descriptions, the characteristics and advantages of the present invention will become more clear and distinct.

[0029] The word "exemplary" is used exclusively herein to mean "serving as an example, embodiment, or illustration." Any embodiment described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments. Although various aspects of the embodiments are shown in the drawings, the drawings are not necessarily drawn to scale unless otherwise noted.

[0030] The present invention provides a multi-aircraft energy optimal coordinated encirclement and strike guidance method, in which:

[0031] Multiple aircraft are launched to form a cluster to intercept the target. Each aircraft in the cluster captures the target independently and then sends interaction information to the outside in real time. Each aircraft receives the interaction information in real time and obtains the required overload based on it. The steering gear is then controlled based on the required overload to change the motion trajectory of the aircraft. Finally, the aircraft in the cluster are controlled to hit the target with the expected line of sight angle difference.

[0032] In the present application, the interactive information includes the expected missile-target sight angle σ at the end of the interception f，i and the expected remaining flight time t go，i , which is based on the current state of the aircraft and the target and the classical proportional guidance law. It is carried out under guidance.

[0033] After receiving the interactive information transmitted by other aircraft in the cluster, the aircraft can obtain the expected missile-target line-of-sight angle σ of all aircraft at the end of the interception f，i , and then sort the aircraft based on this information, that is, σ f，1 ≤σ f，2 ≤…≤σ f，n After receiving the interactive information transmitted by other aircraft in the cluster, the aircraft can learn the remaining flight time of all aircraft, so as to find the minimum remaining flight time among them, and then obtain the first hit time of multiple aircraft in the cluster; on this basis, the required overload is generated.

[0034] In a preferred embodiment, the required overload is obtained by the following formula (1):

[0035]

[0036] in, Indicates that overload is required;

[0037] Indicates the acceleration command in the relative system;

[0038] a T Indicates the target overload, which is measured by the onboard optoelectronic pod;

[0039] represents the track angle of the ith aircraft relative to the target; it is obtained by the following formula:

[0040]

[0041] γ T Indicates the target's track angle; obtained in real time through the laser ranging and angle measurement module of the optoelectronic pod carried on the aircraft;

[0042] represents the track angle of the i-th aircraft; it is obtained in real time by the nine-axis posture MEMS sensor carried by the aircraft; the nine axes in the nine-axis posture MEMS sensor refer to the three-axis accelerometer + three-axis gyroscope + three-axis geomagnetism;

[0043] K i represents the ratio of the i-th aircraft speed to the target speed,

[0044] n represents the number of aircraft in the cluster;

[0045] l represents the lth aircraft.

[0046] Preferably, the acceleration instruction in the relative system Obtained by the following formula (II):

[0047]

[0048] Among them, N i represents the guidance gain coefficient of the i-th aircraft, and its value is a positive integer greater than or equal to 3;

[0049] Represents the relative speed between the ith aircraft and the target; it is actually obtained based on the measured target heading, speed and the aircraft's own heading, speed;

[0050] represents the line-of-sight angular velocity of the i-th aircraft; it is obtained by measuring the optoelectronic pod;

[0051] represents a collaborative bias instruction;

[0052] t represents time, which starts from the time when the first aircraft takes off;

[0053] t fmin Indicates the first hit time of multiple aircraft in the cluster. This value is an estimate. Specifically, t fmin =t go，min +t;

[0054] The go，mi Indicates the minimum remaining flight time;

[0055] t go，min =min{t go，1 , t go，2 ,…t go，n}, which is t go，min The minimum remaining flight time of all aircraft.

[0056] In each aircraft, the remaining flight time can be estimated using the following formula:

[0057] r i represents the distance between the ith aircraft and the target, obtained by the optoelectronic pod laser ranging;

[0058] Represents r i The derivative of is obtained by millimeter-wave Doppler velocity measurement of the optoelectronic pod.

[0059] Preferably, the collaborative bias instruction is the vector A b Any one of;

[0060]

[0061] The A b Obtained by the following formula (III):

[0062] A b =VU (three)

[0063] The vector is any item in vector V;

[0064] The vector U is obtained by the following formula (IV):

[0065] U=WQ T G - (Δ d -Δ f ) (Four)

[0066] Among them, W represents the weighted matrix of the overload index function, which can affect A b The convergence law of the vector is constructed by combining the remaining flight time estimated by the airborne optoelectronic pod speed and range information with the set guidance gain coefficient; preferably,

[0067] Q represents the guidance gain coefficient weighting matrix;

[0068] G represents the optimal control cooperative state feedback matrix; Δ d represents the expected sight angle difference;

[0069] Δ f Represents the state vector formed by the predicted terminal relative line of sight angle.

[0070] Preferably, the Q is obtained by the following formula (V):

[0071]

[0072] Among them, N i represents the guidance gain coefficient of the ith aircraft;

[0073] n represents the number of aircraft in the cluster.

[0074] Preferably, the G is obtained by the following formula (VI):

[0075]

[0076] Among them, t go，min Indicates the minimum remaining flight time;

[0077] M j represents the guidance gain coefficient of the j-th aircraft, and its value is a positive integer greater than or equal to 2;

[0078] Nj represents the guidance gain coefficient of the j-th aircraft, and its value is a positive integer greater than or equal to 4;

[0079] j represents any positive integer from 1 to n.

[0080] Preferably, the predicted state vector Δ formed by the terminal relative sight angle f It is expressed as the following formula (VII):

[0081] Δ f =[χ f，1 , χ f，2 , … χ f，i , … χ f，n-1 ] T (seven)

[0082] Among them, χ f，i It represents the difference between the terminal sight angle predicted by the i-th aircraft and the terminal sight angle predicted by the i+1-th aircraft.

[0083] Preferably, the x f，i Obtained by the following formula (VIII):

[0084] χ f，i =σ f，i+1 -σ f，i (eight)

[0085] And σ f，1 ≤σ f，2 ≤…≤σ f，n ; That is, σ f，i Sort by size.

[0086] σ f，i Obtained by the following formula (IX):

[0087]

[0088] Among them, σ i represents the sight angle of the i-th aircraft, which is obtained by the angle measurement module of the optoelectronic pod.

[0089] Example 1

[0090] Set the simulation environment to launch four aircraft to form a cluster to intercept the target. The initial states of the four aircraft are as follows:

[0091]

[0092] The initial position of the target is The speed is V T =1000m / s, the initial track direction is The target uses the terminal optimal maneuver to penetrate, and the command for the terminal optimal maneuver is:

[0093]

[0094] where r is the distance between the target and the closest intercepting aircraft;

[0095] The maximum overload capacity of the target is The maximum overload capacity of the four aircraft is slightly higher than the target, which is 1.2 times the target. The relative sight angle between the two adjacent aircraft at the end is 20°, that is, the expected sight angle difference is 20°.

[0096] During the simulation, the guidance gain coefficient is taken as N i =4,M i =2.

[0097] The optimal coordinated encirclement guidance method is used to guide and control the aircraft in the cluster. The specific operation process is as follows:

[0098] Multiple aircraft are launched to form a cluster to intercept the target. Each aircraft in the cluster captures the target independently and then sends interaction information to the outside in real time. Each aircraft receives the interaction information in real time and obtains the required overload based on it. The steering gear is then controlled based on the required overload to change the motion trajectory of the aircraft. Finally, the aircraft in the cluster are controlled to hit the target with the expected line of sight angle difference.

[0099] The interaction information includes the expected sight angle σ at the end of the interception f，i and the expected remaining flight time t go，i .

[0100] The required overload on each aircraft is obtained by the following formula (1):

[0101]

[0102] in, Indicates that overload is required;

[0103] Indicates the acceleration command in the relative system;

[0104] a T Indicates target overload;

[0105] represents the track angle of the ith aircraft relative to the target; it is obtained by the following formula:

[0106]

[0107] γ T Indicates the target's track angle;

[0108] represents the track angle of the i-th aircraft;

[0109] K i represents the ratio of the i-th aircraft speed to the target speed,

[0110] γ T Indicates the target's track angle;

[0111] n represents the number of aircraft in the cluster, which is 4;

[0112] l represents the lth aircraft.

[0113] The acceleration command in the relative system Obtained by the following formula (II):

[0114]

[0115] Among them, N i represents the guidance gain coefficient of the ith aircraft;

[0116] represents the relative speed between the i-th aircraft and the target;

[0117] represents the line-of-sight angular velocity of the i-th aircraft;

[0118] represents a collaborative bias instruction;

[0119] t represents time;

[0120] t fmin Indicates the first hit time of multiple aircraft in the cluster;

[0121] t fmin =t go，min +t;

[0122] t go，min =min{t go，1 , t go，2 ,…t go，n};

[0123]

[0124] r i represents the distance between the i-th aircraft and the target;

[0125] Represents r i The derivative of .

[0126] The collaborative bias instruction is the vector A b Any one of;

[0127]

[0128] The A b Obtained by the following formula (III):

[0129] A b =VU (three)

[0130] The vector is any item in vector V;

[0131] The vector U is obtained by the following formula (IV):

[0132] U=WQ T G - (Δ d -Δ f ) (Four)

[0133] Where W represents the weighted matrix of the overload index function;

[0134]

[0135] Q represents the guidance gain coefficient weighting matrix;

[0136] G represents the optimal control cooperative state feedback matrix; Δ d represents the expected sight angle difference;

[0137] Δ f Represents the state vector formed by the predicted terminal relative line of sight angle.

[0138] The Q is obtained by the following formula (V):

[0139]

[0140] Among them, N i represents the guidance gain coefficient of the ith aircraft;

[0141] n represents the number of aircraft in the cluster.

[0142] The G is obtained by the following formula (VI):

[0143]

[0144] Among them, t go，min Indicates the minimum remaining flight time;

[0145] M j represents the guidance gain coefficient of the jth aircraft;

[0146] N j represents the guidance gain coefficient of the jth aircraft;

[0147] j represents any positive integer from 1 to n.

[0148] The predicted terminal relative line of sight angle constitutes the state vector Δ f It is expressed as the following formula (VII):

[0149] Δ f =[χ f，1 , χ f，2 , … χ f，i , … χ f，n-1 ] T (seven)

[0150] Among them, χ f，i It represents the difference between the terminal sight angle predicted by the i-th aircraft and the terminal sight angle predicted by the i+1-th aircraft.

[0151] The x f，i Obtained by the following formula (VIII):

[0152] χ f，i =σ f，i+1 -σ f，i (eight)

[0153] And σ f，1 ≤σ f，2 ≤…≤σ f，n ;

[0154] σ f，i Obtained by the following formula (IX):

[0155]

[0156] Among them, σ i represents the sight angle of the ith aircraft.

[0157] The numerical simulation results are as follows Figure 1 , Figure 2 , Figure 3 and Figure 4 as shown in .

[0158] in, Figure 1 The guidance gain coefficient N is shown in i =4,M i =2, schematic diagram of the motion trajectory of the aircraft and the target when the target performs the terminal optimal maneuver;

[0159] Figure 2 The guidance gain coefficient N is shown in i =4,M i= 2, when the target performs the terminal optimal maneuver, the sight angle σ and the track angle γ on the aircraft M Schematic diagram of changes over time;

[0160] Figure 3 The guidance gain coefficient N is shown in i =4,M i =2, schematic diagram of the acceleration command obtained in the relative system changing with time when the target performs the terminal optimal maneuver;

[0161] Figure 4 The guidance gain coefficient N is shown in i =4,M i =2, when the target performs the terminal optimal maneuver, a schematic diagram of the change of overload ratio over time is obtained.

[0162] Example 2

[0163] Set the simulation environment to launch four aircraft to form a cluster to intercept the target. The initial states of the four aircraft are as follows:

[0164]

[0165] The initial position of the target is The speed is V T =1000m / s, the initial track direction is The target uses the terminal optimal maneuver to penetrate, and the command for the terminal optimal maneuver is:

[0166]

[0167] where r is the distance between the target and the closest intercepting aircraft;

[0168] The maximum overload capacity of the target is The maximum overload capacity of the four aircraft is slightly higher than the target, which is 1.2 times the target. The relative sight angle between the two adjacent aircraft at the end is 20°, that is, the expected sight angle difference is 20°.

[0169] During the simulation, the guidance gain coefficient is taken as N i =6,M i =4.

[0170] The aircraft is guided and controlled using the multi-aircraft energy optimal coordinated capture and strike guidance method consistent with Example 1:

[0171] The numerical simulation results are as follows Figure 5 , Figure 6 , Figure 7 and Figure 8 as shown in .

[0172] in, Figure 5 The guidance gain coefficient N is shown in i =6,M i =4, schematic diagram of the motion trajectory of the aircraft and the target when the target performs the terminal optimal maneuver;

[0173] Figure 6 The guidance gain coefficient N is shown in i =6,M i =4, when the target performs the terminal optimal maneuver, the sight angle σ and the track angle γ on the aircraft M Schematic diagram of changes over time;

[0174] Figure 7 The guidance gain coefficient N is shown in i =6,M i =4, schematic diagram of the acceleration command obtained in the relative system changing with time when the target performs the terminal optimal maneuver;

[0175] Figure 8 The guidance gain coefficient N is shown in i =6,M i =4, when the target performs the terminal optimal maneuver, the schematic diagram of the change of overload ratio over time is obtained;

[0176] Example 3

[0177] Set the simulation environment to launch four aircraft to form a cluster to intercept the target. The initial states of the four aircraft are as follows:

[0178]

[0179] The initial position of the target is The speed is V T =1000m / s, the initial track direction is The target uses a sinusoidal maneuver to penetrate the defense. The target's sinusoidal maneuver command is:

[0180]

[0181] where r is the distance between the target and the closest intercepting aircraft;

[0182] The maximum overload capacity of the target is The maximum overload capacity of the four aircraft is slightly higher than the target, which is 1.2 times the target. The relative sight angle between the two adjacent aircraft at the end is 20°, that is, the expected sight angle difference is 20°.

[0183] During the simulation, the guidance gain coefficient is taken as N i =4,M i =2.

[0184] The aircraft is guided and controlled using the multi-aircraft energy optimal coordinated capture and strike guidance method consistent with Example 1:

[0185] The numerical simulation results are as follows Fig. 9 , Fig.10 , Fig.11 and Fig.12 as shown in .

[0186] in, Fig. 9 The guidance gain coefficient N is shown in i =4,M i =2, schematic diagram of the motion trajectory of the aircraft and the target when the target performs a sinusoidal maneuver;

[0187] Fig.10 The guidance gain coefficient N is shown in i =4,M i = 2, when the target performs a sinusoidal maneuver, the sight angle σ and the track angle γ on the aircraft M Schematic diagram of changes over time;

[0188] Fig.11 The guidance gain coefficient N is shown in i =4,M i =2, schematic diagram of the change of acceleration command obtained in the relative system over time when the target performs a sinusoidal maneuver;

[0189] Fig.12 The guidance gain coefficient N is shown in i =4,M i =2, when the target performs a sinusoidal maneuver, a schematic diagram of the change of overload ratio over time is obtained.

[0190] Example 4

[0191] Set the simulation environment to launch four aircraft to form a cluster to intercept the target. The initial states of the four aircraft are as follows:

[0192]

[0193] The initial position of the target is The speed is V T =1000m / s, the initial track direction is The target uses a sinusoidal maneuver to penetrate the defense. The target's sinusoidal maneuver command is:

[0194]

[0195] where r is the distance between the target and the closest intercepting aircraft;

[0196] The maximum overload capacity of the target is The maximum overload capacity of the four aircraft is slightly higher than the target, which is 1.2 times the target. The relative sight angle between the two adjacent aircraft at the end is 20°, that is, the expected sight angle difference is 20°.

[0197] During the simulation, the guidance gain coefficient is taken as N i =6,M i =4.

[0198] The aircraft is guided and controlled using the multi-aircraft energy optimal coordinated capture and strike guidance method consistent with Example 1:

[0199] The numerical simulation results are as follows Fig.13 , Fig.14 , Fig.15 and Fig.16 as shown in .

[0200] in, Fig.13 The guidance gain coefficient N is shown in i =6,M i =4, schematic diagram of the motion trajectory of the aircraft and the target when the target performs a sinusoidal maneuver;

[0201] Fig.14 The guidance gain coefficient N is shown in i =6,M i =4, when the target performs a sinusoidal maneuver, the sight angle σ and the track angle γ on the aircraft M Schematic diagram of changes over time;

[0202] Fig.15 The guidance gain coefficient N is shown in i =6,M i =4, schematic diagram of the change of acceleration command over time in the relative system when the target performs a sinusoidal maneuver;

[0203] Fig.16 The guidance gain coefficient N is shown in i =6,M i =4, when the target performs a sinusoidal maneuver, a schematic diagram of the change of overload ratio over time is obtained.

[0204] From the results of the above four embodiments, it can be seen that:

[0205] (1) All four aircraft can accurately intercept the target and meet the relative interception angle constraint when hitting the target. The relative line of sight angle between the aircraft and the target converges to the expected line of sight angle difference;

[0206] (2) The relative acceleration of the target converges to 0, and the convergence law of the relative acceleration is not affected by the target maneuver form and amplitude;

[0207] (3) When the target takes a violent penetration maneuver at the end, the required overload of the aircraft is equivalent to the overload level of the target, and finally a small overload ratio interception of the maneuvering target is achieved;

[0208] (4) In the four embodiments, the target maneuvers are different. Figure 4 , Figure 8 , Fig.12 , Fig.16 The overload ratio is more obvious, but the difference between the flight trajectory and relative system instructions is small;

[0209] Therefore, the multi-aircraft energy optimal coordinated encirclement and strike guidance method provided in this application can effectively intercept maneuverable penetration targets.

[0210] The present invention has been described above in conjunction with preferred embodiments, but these embodiments are only exemplary and serve only as an illustration. On this basis, the present invention may be subjected to a variety of substitutions and improvements, all of which fall within the scope of protection of the present invention.

Claims

1. A multi-aircraft energy optimal coordinated encirclement and attack guidance method, characterized in that: In this method: Launch multiple aircraft to form a cluster to intercept the target. Each aircraft in the cluster captures the target independently and then sends interactive information to the outside in real time. Each aircraft receives the interactive information in real time and obtains the required overload based on it. Then, based on the required overload, the servo controls the steering to change the motion trajectory of the aircraft, and finally controls the aircraft in the cluster to hit the target with the expected line of sight angle difference. The required overload is obtained by the following formula (1): in, Indicates that overload is required; Indicates the acceleration command in the relative system; a T Indicates overload of target; represents the track angle of the ith aircraft relative to the target; γ T Indicates the target's track angle; represents the track angle of the i-th aircraft; n represents the number of aircraft in the cluster; l represents the lth aircraft.

2. The multi-aircraft energy optimal coordinated encirclement and strike guidance method according to claim 1 is characterized in that: The acceleration command in the relative system Obtained by the following formula (II): Among them, N i represents the guidance gain coefficient of the ith aircraft; represents the relative speed between the i-th aircraft and the target; represents the line-of-sight angular velocity of the i-th aircraft; represents a collaborative bias instruction; t represents time; t fmin Indicates the first hit time of multiple aircraft in the cluster.

3. The multi-aircraft energy optimal coordinated encirclement and strike guidance method according to claim 2 is characterized in that: The collaborative bias instruction is the vector A b Any one of; The A b Obtained by the following formula (III): A b =VU (three) The vector is any item in vector V; The vector U is obtained by the following formula (IV): U = WQ T G - (Δ d -Δ f ) (Four) Where W represents the weighted matrix of the overload index function; Q represents the guidance gain coefficient weighting matrix; G represents the optimal control cooperative state feedback matrix; Δ d represents the expected sight angle difference; Δ f Represents the state vector formed by the predicted terminal relative line of sight angle.

4. The multi-aircraft energy optimal coordinated encirclement and strike guidance method according to claim 3 is characterized in that: The Q is obtained by the following formula (V): Among them, N i represents the guidance gain coefficient of the ith aircraft; n represents the number of aircraft in the cluster.

5. The multi-aircraft energy optimal coordinated encirclement and attack guidance method according to claim 3 is characterized in that: The G is obtained by the following formula (VI): Among them, t go，min Indicates the minimum remaining flight time; M j represents the guidance gain coefficient of the jth aircraft; N j represents the guidance gain coefficient of the jth aircraft; j represents the jth aircraft and its value can be any positive integer from 1 to n.

6. The multi-aircraft energy optimal coordinated encirclement and strike guidance method according to claim 3 is characterized in that: The predicted terminal relative line of sight angle constitutes the state vector Δ f It is expressed as the following formula (VII): Δ f = [χ f，1 , χ f，2 , …χ f，i , …χ f，n-1 T (Seven)​ Among them, χ f，i It represents the difference between the terminal sight angle predicted by the i-th aircraft and the terminal sight angle predicted by the i+1-th aircraft.

7. The multi-aircraft energy optimal coordinated encirclement and strike guidance method according to claim 6 is characterized in that: The x f，i Obtained by the following formula (VIII): χ f，i = σ f，i+1 - σ f，i (VIII) And you f，1 ≤σ f，2 ≤…≤σ f，n ; σ f，i The expected sight angle between the missile and the target of all aircraft at the end of the interception is obtained by the following formula (IX): Among them, σ i represents the sight angle of the ith aircraft.

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