Hypersonic aircraft diving section guidance control integrated design method and system and storage medium

Abstract

The invention discloses a hypersonic flight vehicle dive section guidance control integrated design method and system and a storage medium. The hypersonic flight vehicle dive section guidance control integrated design method comprises the steps that multiple flight constraint conditions of a hypersonic flight vehicle in a dive flight stage are defined; establishing a hypersonic aircraft guidance and control integrated model under multiple constraints; based on a nonsingular terminal sliding mode method and an anti-saturation input auxiliary control method, guidance and control integrated design is achieved, and a rudder deflection angle instruction is directly generated to control the hypersonic aircraft. According to the method provided by the invention, the hypersonic flight vehicle effectively overcomes the limitation of various flight constraint conditions in the dive section, the guidance precision of the hypersonic flight vehicle is improved, each state variable in the hypersonic flight process is ensured to be stable and controllable, and the method has a better engineering application value.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft guidance and control, and in particular to a method, system and storage medium for integrated design of guidance and control of a hypersonic aircraft dive phase. Background Art

[0002] Hypersonic aircraft have significant advantages and characteristics compared to traditional aircraft. Hypersonic aircraft have stronger maneuverability and penetration capability. They can quickly reach the target area when performing missions, significantly shorten the reaction time, improve combat effectiveness, and can quickly cross the defense line when the enemy's defense system is difficult to react and carry out precise strikes on the target. In the dive phase of a hypersonic aircraft, the aircraft faces a variety of constraints, including terminal landing angle constraints, flight state constraints, and actuator control input saturation. These constraints directly affect the attitude control and precision strike capabilities of the aircraft. The terminal angle of impact is the angle of incidence of the aircraft when approaching the target, which is crucial to the strike accuracy and penetration capability. The terminal angle of impact constraint requires the aircraft to adjust its attitude and trajectory during the dive phase to ensure that it attacks the target at a certain angle of incidence. The appropriate angle of impact can improve the effectiveness of weapon strikes; flight state constraints include restrictions on the aircraft's angle of attack, sideslip angle, attitude angular velocity, etc. These constraints ensure that the aircraft maintains a stable attitude and trajectory during the dive process and avoids loss of control or structural damage; actuator control input saturation refers to the phenomenon that the aircraft's actuator cannot exceed its physical limit when responding to rapidly changing flight states. Due to the high dynamics and severe aerodynamic disturbances of hypersonic aircraft, the control input is easy to reach a saturated state. The control surfaces of the aircraft, such as the elevator, rudder, and aileron, are limited by structural and physical constraints and cannot be adjusted indefinitely. If the control command exceeds the range that the rudder can achieve, the aircraft may not be able to perform the required attitude adjustment, which may cause the aircraft to be unable to remain stable or even lose control.

[0003] However, traditional guidance and control separation design methods often have difficulty in achieving the global optimal guidance and control effect under complex constraints. The trajectory generated by the guidance subsystem is usually based on high-level terminal constraints, while the control subsystem is responsible for local attitude adjustment and solving flight state constraints. When certain constraints (such as angle of attack or control input saturation) are violated, it is difficult for the separated design system to coordinate and resolve these conflicts, which may cause the control instructions to fail to meet the actual execution conditions.

[0004] Therefore, how to develop an integrated design method for guidance and control of the dive phase of a hypersonic aircraft under multiple constraints and break through the difficulties of existing aircraft guidance and control technology is a key issue that needs to be solved by existing technologies. Summary of the invention

[0005] The purpose of the present invention is to provide an integrated design method for guidance and control of a hypersonic vehicle dive phase under multiple constraints to solve the above problems.

[0006] The present invention solves the technical problem by adopting the following technical solution:

[0007] A hypersonic vehicle dive phase guidance and control integrated design method is applied to the hypersonic vehicle dive phase guidance and control, the method comprising:

[0008] Define the constraints of the aircraft during the dive phase, including terminal position constraints, terminal landing angle constraints, flight state constraints, and actuator saturation constraints;

[0009] Based on the dynamic and static models of hypersonic vehicles, combined with the relative motion relationship and constraints between the vehicle and the target, an integrated guidance and control model under multiple constraints is established.

[0010] Generate rudder angle commands based on the integrated model.

[0011] On the other hand, a hypersonic vehicle dive stage guidance and control integrated design system is provided, which is applied to the hypersonic vehicle dive stage guidance and control, and the system comprises:

[0012] Definition module, used to define the constraints of the hypersonic vehicle in the dive phase, including terminal position constraints, terminal landing angle constraints, flight state constraints and actuator saturation constraints;

[0013] Modeling module, which is used to establish a guidance and control integration model under multiple constraints based on the dynamic and static models of the hypersonic vehicle and the relative motion relationship and constraints between the vehicle and the target;

[0014] The control command generation module is used to generate rudder angle commands based on the integrated model.

[0015] On the other hand, a storage medium is provided, which stores computer-executable instructions, and the instructions are used to implement the above-mentioned integrated design method for guidance and control of a hypersonic aircraft dive phase.

[0016] Beneficial effects of the present invention:

[0017] 1) When defining the terminal landing angle constraint problem, the present invention converts the terminal landing angle constraint problem into the terminal sight line inclination angle and sight line deflection angle constraint problem between the aircraft and the target, which is more suitable for guidance and control integrated design processing;

[0018] 2) The present invention fully considers the various constraint problems of hypersonic aircraft in the dive section. Through the proposed multi-constraint guidance and control integrated design, the various constraints that are separately handled by the guidance subsystem and the control subsystem in the traditional separation method are designed and optimized as a whole, which can significantly improve the guidance and control performance of the hypersonic aircraft in the dive section, meet various constraint conditions, and reduce the design cost of the guidance control system. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a flow chart of an integrated design method for guidance and control of a hypersonic vehicle dive phase under multiple constraints according to the present invention;

[0020] Figure 2 It is a three-dimensional trajectory flight curve diagram of the dive section of the present invention;

[0021] Figure 3 is a coordinate curve diagram of the aircraft of the present invention in the XYZ direction;

[0022] Figure 4 It is a relative motion state variable curve diagram of the aircraft of the present invention;

[0023] Figure 5 It is a curve diagram of velocity, trajectory inclination and trajectory deviation of the present invention.

[0024] Figure 6 It is a curve diagram of the angle of attack, sideslip angle and roll angle of the present invention.

[0025] Figure 7 It is a curve diagram of the roll angular rate, yaw angular rate and pitch angular rate of the present invention.

[0026] Figure 8 It is a graph of the roll rudder deflection, yaw rudder deflection and pitch rudder deflection of the present invention. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0028] refer to Figure 1The present invention discloses a method for integrated design of guidance and control of a hypersonic vehicle in a dive phase under multiple constraints. First, various flight constraints of a hypersonic vehicle in a dive flight phase are defined; an integrated model of guidance and control of a hypersonic vehicle under multiple constraints is established; the integrated design of guidance and control is realized based on a non-singular terminal sliding mode method and an anti-saturation input auxiliary control method, and a rudder angle command is directly generated to control the hypersonic vehicle.

[0029] The constraints of the hypersonic vehicle in the dive flight phase mainly include terminal position constraints, terminal landing angle constraints, flight state constraints, and actuator saturation constraints. The specific forms are as follows:

[0030] 1) Terminal position constraints

[0031] The terminal position constraint is to enable the hypersonic vehicle to accurately reach the target position, which is the basic goal of the flight mission. It can be expressed by the following formula:

[0032]

[0033] Among them, X, Y, and Z are the center of mass positions of the hypersonic vehicle; X T , Y T , Z T is the centroid position of the ground target.

[0034] 2) Terminal angle constraint

[0035] In the dive phase of a hypersonic vehicle, the terminal landing angle constraint mainly includes the restrictions on the pitch angle and yaw angle of the vehicle when it finally approaches the target. and the terminal yaw angle ψ f , set as the desired terminal attitude landing angle of the aircraft, it can be expressed by the following formula:

[0036]

[0037] Among them, θ f is the terminal trajectory inclination angle, σ f is the terminal trajectory deviation angle. In order to facilitate the design of the aircraft guidance control system, it is assumed that the terminal attack angle α of the aircraft f and terminal sideslip angle β f If is a small amount, the terminal attitude landing angle constraint can be converted into the terminal flight angle constraint. Therefore, the above formula can be converted into:

[0038]

[0039] At the same time, according to the relative motion model between the hypersonic aircraft and the target, in order for the aircraft to reach the designated target position in the dive phase, the aircraft line of sight deflection angle ε and line of sight inclination angle η satisfy the following relationship:

[0040]

[0041] Among them, V y 、V z is the corresponding component of the aircraft velocity in the line of sight coordinate system; R is the relative motion distance between the hypersonic aircraft and the target

[0042] Therefore, the terminal attitude angle constraint problem of the hypersonic vehicle in the dive phase can be transformed into the tracking problem of the relative motion line of sight angle of the vehicle. The line of sight angle constraint condition is as follows:

[0043]

[0044] 3) Flight status constraints

[0045] Considering the actual flight conditions of a hypersonic vehicle in the dive flight phase, the vehicle's angle of attack, sideslip angle, and attitude angular velocity should meet certain constraints.

[0046] The aircraft attack angle constraint and sideslip angle constraint should satisfy the following formula:

[0047]

[0048] Among them, α min ,α max is the minimum and maximum value of the vehicle’s angle of attack; β min ,β max are the minimum and maximum sideslip angles of the aircraft.

[0049] The aircraft attitude angular velocity constraint should satisfy the following formula:

[0050]

[0051] Among them, ω xmin ,ω xmax is the minimum and maximum value of the aircraft's roll angular velocity; ω ymin ,ω ymax is the minimum and maximum value of the aircraft's yaw angular velocity; ω zmin ,ω zmax are the minimum and maximum pitch angular velocity of the aircraft.

[0052] 4) Actuator saturation constraint

[0053] Hypersonic vehicles usually use aerodynamic control surfaces (such as elevators, rudders, etc.) to control attitude and trajectory. Control surface saturation means that the control surface angle exceeds its maximum physical deflection angle or cannot provide sufficient aerodynamic control force. The supersonic vehicle actuator constraint problem can be expressed as follows:

[0054]

[0055] Among them, δ imin ,δ imax Indicates the minimum and maximum values ​​of the aircraft's control rudder deviation; Indicates the minimum and maximum values ​​of the aircraft's rudder control.

[0056] In view of the terminal landing angle constraint of the hypersonic vehicle in the dive flight phase, that is, the vehicle line of sight angle tracking problem, the state variables of the guidance and control integrated system are defined as:

[0057]

[0058] Among them, ε and η are the line of sight inclination and line of sight deflection of the aircraft; ε f , η f are the desired sight inclination angle and the desired sight deflection angle of the aircraft; are the line of sight inclination derivative and line of sight deflection derivative of the aircraft; α, β, υ are the angle of attack, sideslip angle and roll angle of the aircraft; ω x ,ω y ,ω z are the roll angular velocity, yaw angular velocity and pitch angular velocity of the aircraft.

[0059] The output variables of the guidance and control integrated system are defined as:

[0060]

[0061] Among them, δ e , δ a , δ r They are the left elevator, right elevator and rudder of the aircraft respectively.

[0062] Based on the six-degree-of-freedom nonlinear model of the hypersonic vehicle in the dive phase, the dynamics and kinematics model of the vehicle's center of mass, the dynamics and kinematics model of the vehicle around the center of mass, combined with the relative motion model between the hypersonic vehicle and the target, and considering the terminal landing angle constraint of the hypersonic vehicle, the integrated guidance and control model of the hypersonic vehicle in the dive phase under multiple constraints is established:

[0063]

[0064] in,

[0065]

[0066]

[0067] Among them, C 0 is the constant term in the aerodynamic force and moment coefficient; C α , C β is the related term of angle of attack and sideslip angle in aerodynamic force and moment coefficient; C δ is the related term of the aircraft rudder deflection angle in the aerodynamic force and moment coefficient;

[0068] Aiming at the terminal angle constraint problem of high-order complex nonlinear dynamic systems, a non-singular terminal sliding mode surface with terminal angle constraint is designed based on nonlinear terminal sliding mode control theory:

[0069]

[0070] Where K0 is the feedback design matrix, p and q are odd numbers, and the following conditions are met:

[0071]

[0072] Taking the derivative of S1, we get:

[0073]

[0074] Substituting the first and second equations in the multi-constraint guidance and control integrated model into the equations, we can obtain:

[0075]

[0076] Design virtual control instructions for:

[0077]

[0078] Among them, K1, K2, K3 are feedback coefficient matrices

[0079]

[0080] In order to meet the constraints of the angle of attack and sideslip angle of hypersonic vehicles, Perform limiting and low-pass filtering to obtain virtual control instructions

[0081] The expected value of the roll angle υ is defined as:

[0082] υ d =0

[0083] Then define the sliding surface S2:

[0084]

[0085] Taking the derivative of S2, we get:

[0086]

[0087] Substituting the third equation of the multi-constraint guidance and control integrated model into the equation, we can obtain:

[0088]

[0089] Design virtual control instructions x 3c for:

[0090]

[0091] Among them, K2 is the feedback coefficient matrix

[0092] K2=diag(k 21 ,k 22 ,k 23 )

[0093] Similarly, in order to meet the constraints on the attitude angular velocity of the hypersonic vehicle, x 3c Perform limiting and low-pass filtering to obtain the virtual control instruction x 3d .

[0094] Finally, define the sliding surface S3:

[0095] S3=x3-x 3d

[0096] The anti-saturation input auxiliary system is defined as follows:

[0097]

[0098] Among them, λ is the state vector of the auxiliary control system; E is the parameter matrix of the auxiliary control system; Δu is the deviation between the actual control input and the integrated command control input:

[0099]

[0100] Among them, u is the actual control input; It is the integrated command control input; in order to prevent the input saturation problem caused by excessive Δu and ensure that λ→0 when t→∞, it is necessary to ensure that each item in E is large enough.

[0101] Redefine the sliding surface

[0102]

[0103] right The derivative is:

[0104]

[0105] Substituting the fourth equation in the multi-constraint guidance and control integrated model into the equation, we can obtain:

[0106]

[0107] Therefore, the integrated control command output is:

[0108]

[0109] Among them, K3 is the feedback coefficient matrix.

[0110] K3=diag(k 31 ,k 32 ,k 33 )

[0111] In summary, a complete integrated design method for multi-constraint guidance and control based on non-singular terminal sliding mode is given:

[0112]

[0113] The final simulation results of a multi-constrained hypersonic vehicle dive phase guidance and control integrated design method are shown in Figure 2-Figure 8 shown.

[0114] In some other embodiments, a specific implementation of a hypersonic vehicle dive phase guidance and control integrated design system is applied to the hypersonic vehicle dive phase guidance and control, including:

[0115] Definition module, used to define the constraints of the hypersonic vehicle in the dive phase, including terminal position constraints, terminal landing angle constraints, flight state constraints and actuator saturation constraints;

[0116] Modeling module, which is used to establish a guidance and control integration model under multiple constraints based on the dynamic and static models of the hypersonic vehicle and the relative motion relationship and constraints between the vehicle and the target;

[0117] Based on the established multi-constraint guidance and control integrated model, the rudder angle instructions are calculated in real time to ensure that the attitude adjustment of the aircraft when approaching the target meets the predetermined constraints and achieve precise strikes.

[0118] In other embodiments, a storage medium is used for specific implementation to support the calculation of an integrated design method for guidance and control of a hypersonic vehicle during a dive phase.

[0119] The storage medium is a solid state hard disk, which stores a set of computer executable instructions, including but not limited to:

[0120] Define the constraints of the aircraft during the dive phase, including terminal position constraints, terminal landing angle constraints, flight state constraints, and actuator saturation constraints;

[0121] Based on the dynamic and static models of hypersonic vehicles, combined with the relative motion relationship and constraints between the vehicle and the target, an integrated guidance and control model under multiple constraints is established.

[0122] Generate guidance control under multiple constraints based on dynamic and static models of hypersonic vehicles

[0123] When defining the terminal landing angle constraint problem, the present invention converts the terminal landing angle constraint problem into the terminal sight line inclination angle and sight line deflection angle constraint problem between the aircraft and the target, which is more suitable for guidance and control integrated design processing;

[0124] The present invention fully considers the various constraint problems of hypersonic aircraft in the dive section. Through the proposed multi-constraint guidance and control integrated design, the various constraints that are respectively handled by the guidance subsystem and the control subsystem in the traditional separation method are designed and optimized as a whole. The guidance and control performance of the hypersonic aircraft in the dive section can be significantly improved, and various constraint conditions can be met, thereby reducing the design cost of the guidance control system.

[0125] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A hypersonic vehicle dive stage guidance and control integrated design method, applied to the hypersonic vehicle dive stage guidance and control, characterized in that: The method comprises: Define the constraints of the aircraft during the dive phase, including terminal position constraints, terminal landing angle constraints, flight state constraints, and actuator saturation constraints; Based on the dynamic and static models of hypersonic vehicles, combined with the relative motion relationship and constraints between the vehicle and the target, an integrated guidance and control model under multiple constraints is established. Generate rudder angle commands based on the integrated model.

2. The method for integrated design of guidance and control for a hypersonic vehicle dive phase according to claim 1, characterized in that: The integrated model uses non-singular terminal sliding mode control theory and anti-saturation input auxiliary control method to perform guidance control design and generate rudder angle instructions.

3. The method for integrated design of guidance and control for a hypersonic vehicle dive phase according to claim 1, characterized in that: The establishment of an integrated model includes: According to the six-degree-of-freedom nonlinear model of the hypersonic vehicle in the dive phase, the dynamics and kinematics model of the vehicle's center of mass, and the dynamics and kinematics model of the vehicle around the center of mass; Combined with the relative motion model between the hypersonic vehicle and the target, and considering the terminal landing angle constraint of the hypersonic vehicle, an integrated guidance and control model of the hypersonic vehicle dive phase under multiple constraints is established.

4. The method for integrated design of guidance and control for a hypersonic vehicle dive phase according to claim 1, characterized in that: The integrated model state variables include: The difference between the aircraft's line of sight inclination angle and the expected line of sight inclination angle, and the difference between the actual line of sight deflection angle and the expected line of sight deflection angle; The derivative of the line of sight inclination angle and the derivative of the line of sight deflection angle; Angle of attack, sideslip angle, bank angle; Roll angular velocity, yaw angular velocity, pitch angular velocity.

5. The method for integrated design of guidance and control for a hypersonic vehicle dive phase according to claim 1, characterized in that: The terminal landing angle constraint includes a terminal pitch angle and a terminal yaw angle.

6. The method for integrated design of guidance and control for a hypersonic vehicle dive phase according to claim 1, characterized in that: Convert the terminal drop angle constraint to a terminal flight angle constraint.

7. The method for integrated design of guidance and control for a hypersonic vehicle dive phase according to claim 1, characterized in that: The terminal attitude angle constraint of the hypersonic vehicle in the dive phase is converted into the constraints of the terminal line of sight inclination angle and line of sight deviation angle.

8. The method for integrated design of guidance and control for a hypersonic vehicle dive phase according to claim 2, characterized in that: The specific steps to generate the rudder angle command are as follows: Based on the non-singular terminal sliding mode control theory, a non-singular terminal sliding mode surface with terminal landing angle constraint is designed to generate virtual attack angle and sideslip angle commands. For the constraint requirements of the angle of attack and the sideslip angle, filtering is performed on the virtual angle of attack and the sideslip angle instructions; Define the roll angle command as 0; Design a linear sliding surface to generate a virtual angular velocity command; According to the constraint requirements of the virtual angular velocity, command filtering is performed on it to meet the dynamic performance requirements; Introducing an anti-saturation input auxiliary system and defining a linear sliding surface to optimize the processing of control instructions; Output integrated control instructions for guidance and control under multiple constraints.

9. A hypersonic vehicle dive stage guidance and control integrated design system, applied to hypersonic vehicle dive stage guidance and control, characterized in that: The system comprises: Definition module, used to define the constraints of the hypersonic vehicle in the dive phase, including terminal position constraints, terminal landing angle constraints, flight state constraints and actuator saturation constraints; Modeling module, which is used to establish a guidance and control integration model under multiple constraints based on the dynamic and static models of the hypersonic vehicle and the relative motion relationship and constraints between the vehicle and the target; The control command generation module is used to generate rudder angle commands based on the integrated model.

10. A storage medium, characterized in that: The storage medium stores computer executable instructions, and the instructions are used to implement a hypersonic vehicle dive phase guidance and control integrated design method according to any one of claims 1-8.

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