Integrated design method, system and storage medium for guidance and control during the dive phase of hypersonic vehicles

Abstract

This invention discloses an integrated design method, system, and storage medium for guidance and control during the dive phase of a hypersonic vehicle. The method includes defining various flight constraints for the hypersonic vehicle during its dive phase; establishing an integrated guidance and control model for the hypersonic vehicle under multiple constraints; and implementing the integrated design of guidance and control based on a non-singular terminal sliding mode method and an anti-saturation input auxiliary control method, directly generating rudder deflection commands to control the hypersonic vehicle. The proposed method effectively overcomes various flight constraints during the dive phase of a hypersonic vehicle, improves the guidance accuracy of the hypersonic vehicle, and ensures the stability and controllability of various state variables during hypersonic flight, demonstrating significant engineering application value.

Description

Technical Field

[0001] This invention relates to the field of aircraft guidance and control technology, and in particular to an integrated design method, system and storage medium for guidance and control during the dive phase of a hypersonic aircraft. Background Technology

[0002] Hypersonic vehicles possess significant advantages and characteristics compared to traditional aircraft. They exhibit enhanced maneuverability and penetration capabilities, enabling rapid arrival at target areas during missions, significantly reducing reaction time and improving combat effectiveness. They can quickly penetrate enemy defenses and conduct precision strikes when these defenses are difficult to detect. However, during the dive phase, hypersonic vehicles face various constraints, including terminal landing angle constraints, flight state constraints, and actuator control input saturation. These constraints directly impact the vehicle's attitude control and precision strike capabilities. Terminal angle of attack (TAO) is the angle of incidence of an aircraft as it approaches a target. It is crucial for strike accuracy and penetration capability. TAO constraints require the aircraft to adjust its attitude and trajectory during the dive phase to ensure an attack at a specific angle of incidence. A suitable TAO enhances the effectiveness of weapon strikes. Flight state constraints include limits on the aircraft's angle of attack, sideslip angle, and attitude angular velocity. These constraints ensure the aircraft maintains a stable attitude and trajectory during the dive and prevents loss of control or structural damage. Actuator control input saturation refers to the phenomenon where the aircraft's actuators cannot exceed their physical limits when responding to rapidly changing flight conditions. Due to the high dynamics and intense aerodynamic disturbances of hypersonic vehicles, control inputs easily reach saturation. The aircraft's elevators, rudders, and ailerons are constrained by structural and physical limitations and cannot be adjusted indefinitely. If control commands exceed the range achievable by the control surfaces, the aircraft may be unable to perform the necessary attitude adjustments, potentially leading to instability or even loss of control.

[0003] Traditional guidance and control separation design methods often struggle to achieve globally optimal guidance and control performance under complex constraints. The trajectory generated by the guidance subsystem is typically based on high-level terminal constraints, while the control subsystem is responsible for local attitude adjustments and resolving flight state constraints. When certain constraints (such as angle of attack or control input saturation) are violated, the separated design system struggles to coordinate and resolve these conflicts, potentially leading to control commands failing to meet actual execution conditions.

[0004] Therefore, how to develop an integrated design method for guidance and control of hypersonic vehicles during the dive phase under multiple constraints, and overcome the difficulties of existing vehicle guidance and control technologies, is a key issue that needs to be addressed in current technologies. Summary of the Invention

[0005] The purpose of this invention is to provide an integrated design method for guidance and control of hypersonic vehicles during the dive phase under multiple constraints, so as to solve the above-mentioned problems.

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

[0007] An integrated design method for guidance and control during the dive phase of a hypersonic vehicle is proposed, applied to the guidance and control of a hypersonic vehicle during the dive phase. The method includes:

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

[0009] Based on the dynamic and static models of hypersonic vehicles, and 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] The rudder deflection angle command is generated based on the integrated model.

[0011] On the other hand, an integrated design system for guidance and control during the dive phase of a hypersonic vehicle is provided, which is applied to the guidance and control during the dive phase of a hypersonic vehicle. The system includes:

[0012] The definition module is used to define the constraints of hypersonic vehicles during the dive phase, including terminal position constraints, terminal landing angle constraints, flight state constraints, and actuator saturation constraints.

[0013] The modeling module is used to establish an integrated guidance and control model under multiple 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.

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

[0015] On the other hand, a storage medium is provided that stores computer-executable instructions for implementing the above-described integrated design method for guidance and control during the dive phase of a hypersonic vehicle.

[0016] The beneficial effects of this invention are:

[0017] 1) When defining the terminal landing angle constraint problem, this invention transforms the terminal landing angle constraint problem into a constraint problem on the terminal line-of-sight tilt angle and line-of-sight deflection angle between the aircraft and the target, which is more suitable for integrated guidance and control design.

[0018] 2) This invention fully considers the various constraints of hypersonic vehicles in the dive phase. Through the proposed integrated design of multi-constraint guidance and control, the various constraints that are handled separately by the guidance subsystem and control subsystem in the traditional separation method are designed and optimized as a whole. This can significantly improve the guidance and control performance of hypersonic vehicles in the dive phase, meet various constraint conditions, and reduce the design cost of guidance and control system. Attached Figure Description

[0019] Figure 1 This is a flowchart of an integrated design method for guidance and control of a hypersonic vehicle during its dive phase under multiple constraints, as described in this invention.

[0020] Figure 2 This is a three-dimensional trajectory flight curve diagram of the dive phase of this invention;

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

[0022] Figure 4 This is a graph showing the relative motion state variables of the aircraft of this invention.

[0023] Figure 5 This is a graph showing the velocity, trajectory inclination angle, and trajectory deviation angle of the present invention.

[0024] Figure 6 This is a graph showing the angle of attack, sideslip angle, and tilt angle of the present invention.

[0025] Figure 7 The graphs show the roll rate, yaw rate, and pitch rate of this invention.

[0026] Figure 8 The figures show the roll deflection, yaw deflection, and pitch deflection curves for this invention. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0028] refer to Figure 1This invention discloses an integrated design method for guidance and control of a hypersonic vehicle during its dive phase under multiple constraints. First, various flight constraints of the hypersonic vehicle during the dive phase are defined; then, an integrated guidance and control model for the hypersonic vehicle under multiple constraints is established; finally, the integrated design of guidance and control is achieved based on the non-singular terminal sliding mode method and the anti-saturation input auxiliary control method, directly generating rudder deflection commands to control the hypersonic vehicle.

[0029] The constraints on hypersonic vehicles during the dive 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 location constraints

[0031] Terminal position constraint is a fundamental objective of hypersonic vehicles, designed to ensure precise target arrival. It can be expressed as follows:

[0032]

[0033] Where X, Y, and Z are the positions of the center of mass of the hypersonic vehicle; X T Y T Z T It is the location of the centroid of the ground target.

[0034] 2) Terminal landing angle constraint

[0035] In the dive phase of a hypersonic vehicle, terminal approach angle constraints primarily involve limiting the pitch and yaw angles of the vehicle as it approaches the target. This includes restricting the terminal pitch angle of the hypersonic vehicle during the dive phase. and terminal yaw angle ψ f Let be the desired terminal attitude angle of the aircraft, then it can be expressed by the following formula:

[0036]

[0037] Where, θ f σ is the terminal trajectory inclination angle. f For the terminal trajectory deflection angle, and to facilitate the design of the aircraft's guidance and control system, we assume the terminal angle of attack of the aircraft to be α. f and terminal sideslip angle β f If the value is small, the terminal attitude landing angle constraint can be converted into a terminal flight angle constraint. Therefore, the above equation can be transformed into:

[0038]

[0039] Meanwhile, based on the relative motion model between the hypersonic vehicle and the target, in order for the vehicle to reach the designated target position during the dive phase, the vehicle's line-of-sight deflection angle ε and line-of-sight tilt angle η satisfy the following relationship:

[0040]

[0041] Among them, V y V z R is the component of the vehicle's velocity in the line-of-sight coordinate system; R is the relative distance between the hypersonic vehicle and the target.

[0042] Therefore, the terminal attitude angle constraint problem of a hypersonic vehicle during its dive can be transformed into a tracking problem of the vehicle's relative motion line-of-sight angle, with the following line-of-sight angle constraint conditions:

[0043]

[0044] 3) Flight status constraints

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

[0046] The aircraft's angle of attack and sideslip angle constraints should satisfy the following formula:

[0047]

[0048] Where, α min ,α max These are the minimum and maximum angles of attack of the aircraft; β min ,β max These are the minimum and maximum values ​​of the aircraft's sideslip angle.

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

[0050]

[0051] Where, ω xmin ,ω xmax These are the minimum and maximum values ​​of the aircraft's roll angular velocity; ω ymin ,ω ymax These are the minimum and maximum values ​​of the aircraft's yaw rate; ω zmin ,ω zmax These are the minimum and maximum values ​​of the aircraft's pitch angular velocity.

[0052] 4) Saturation constraint of the actuator

[0053] Hypersonic vehicles typically control their attitude and trajectory using aerodynamic control surfaces (such as elevators and rudders). Control surface saturation means that the control surface angle exceeds its maximum physical deflection angle or cannot provide sufficient aerodynamic control force. The actuator constraint problem of hypersonic vehicles can be expressed by the following equation:

[0054]

[0055] Where, δ imin ,δ imax These represent the minimum and maximum values ​​of the aircraft's control rudder deflection; This indicates the minimum and maximum values ​​of the aircraft's control rudder deflection.

[0056] To address the terminal impact angle constraint of hypersonic vehicles during the dive phase, i.e., the vehicle's line-of-sight tracking problem, the state variables of the integrated guidance and control system are defined as follows:

[0057]

[0058] Where ε and η are the aircraft's line-of-sight tilt angle and line-of-sight deflection angle; ε f η f These are the aircraft's desired line-of-sight tilt angle and desired line-of-sight deflection angle. ω represents the derivatives of the aircraft's line-of-sight tilt angle and line-of-sight deflection angle; α, β, and υ represent the aircraft's angle of attack, sideslip angle, and roll angle, respectively; ω x ω y ω z These are the aircraft's roll rate, yaw rate, and pitch rate.

[0059] Define the output variable of the integrated guidance and control system as:

[0060]

[0061] Where, δ e δ a δ r These are the aircraft's left elevator, right elevator, and rudder.

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

[0063]

[0064] in,

[0065]

[0066]

[0067] Among them, C 0 C is a constant term in the aerodynamic force and moment coefficients. α C β For the aerodynamic force and moment coefficients, the relevant terms are the angle of attack and sideslip angle; C δ This refers to the relevant terms of the aircraft control deflection angle in aerodynamic forces and moment coefficients;

[0068] To address the terminal landing angle constraint problem in high-order complex nonlinear dynamic systems, a nonsingular terminal sliding surface with terminal landing 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 satisfied:

[0071]

[0072] Differentiating S1, we get:

[0073]

[0074] Substituting the first and second equations from the multi-constraint guidance and control integrated model yields:

[0075]

[0076] Design virtual control instructions for:

[0077]

[0078] Where K1, K2, and K3 are feedback coefficient matrices.

[0079]

[0080] To meet the constraints on the angle of attack and sideslip angle of hypersonic vehicles, Amplitude limiting and low-pass filtering are performed to obtain virtual control commands.

[0081] Define the expected value of the tilt angle υ as:

[0082] υ d =0

[0083] Then define the sliding surface S2:

[0084]

[0085] Differentiating S2, we get:

[0086]

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

[0088]

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

[0090]

[0091] Where K2 is the feedback coefficient matrix.

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

[0093] Similarly, in order to meet the attitude angular velocity constraints of hypersonic vehicles, x 3c After amplitude limiting and low-pass filtering, the virtual control command x is obtained. 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] Where λ is the state vector of the auxiliary control system; E is the parameter matrix of the auxiliary control system; and Δu is the deviation between the actual control input and the integrated command control input.

[0099]

[0100] Where u is the actual control input; For integrated instruction control input; in order to prevent input saturation caused by excessive Δu, and to ensure that λ→0 when t→∞, it is necessary to ensure that each term in E is sufficiently large.

[0101] Redefining the sliding surface

[0102]

[0103] right Differentiation yields:

[0104]

[0105] Substituting the fourth equation into the multi-constraint guidance and control integrated model yields:

[0106]

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

[0108]

[0109] Where 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 presented:

[0112]

[0113] Simulation results of the final integrated design method for guidance and control of hypersonic vehicles during the dive phase under multiple constraints can be found in [link to simulation results]. Figures 2-8 As shown.

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

[0115] The definition module is used to define the constraints of hypersonic vehicles during the dive phase, including terminal position constraints, terminal landing angle constraints, flight state constraints, and actuator saturation constraints.

[0116] The modeling module is used to establish an integrated guidance and control model under multiple 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.

[0117] Based on the established multi-constraint guidance and control integrated model, the rudder deflection angle command is calculated in real time to ensure that the aircraft's attitude adjustment when approaching the target meets the predetermined constraints, thereby achieving precision strike.

[0118] In other embodiments, this is specifically implemented through a storage medium that supports the calculation of an integrated design method for guidance and control during the dive phase of a hypersonic vehicle.

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

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

[0121] Based on the dynamic and static models of hypersonic vehicles, and 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] Based on the dynamic and static models of hypersonic vehicles, guidance and control under multiple constraints are generated.

[0123] When defining the terminal landing angle constraint problem, this invention transforms the terminal landing angle constraint problem into a constraint problem on the terminal line-of-sight tilt angle and line-of-sight deflection angle between the aircraft and the target, which is more suitable for integrated guidance and control design.

[0124] This invention fully considers the various constraints of hypersonic vehicles during the dive phase. Through the proposed integrated multi-constraint guidance and control design, the various constraints that are handled separately by the guidance subsystem and control subsystem in the traditional separation method are designed and optimized as a whole. This can significantly improve the guidance and control performance of hypersonic vehicles during the dive phase, meet various constraint conditions, and reduce the design cost of the guidance and control system.

[0125] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An integrated design method for guidance and control during the dive phase of a hypersonic vehicle, applied to the guidance and control during the dive phase of a hypersonic vehicle, characterized in that... The method includes: Define the constraints for the aircraft during the dive phase, including terminal position constraints, terminal angle of impact constraints, flight state constraints, and actuator saturation constraints; Based on the dynamic and static models of hypersonic vehicles, and 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 deflection commands based on an integrated model; The integrated model uses non-singular terminal sliding mode control theory and anti-saturation input auxiliary control method to design guidance control and generate rudder deflection angle commands. The specific steps for generating the rudder deflection 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 angle of attack and sideslip angle commands. The constraints on the angle of attack and sideslip angle are used to filter the virtual angle of attack and sideslip angle commands; Define the yaw angle command as 0; Design a linear sliding surface to generate virtual angular velocity commands; To meet the constraints of the virtual angular velocity, command filtering is applied to satisfy the dynamic performance requirements. An anti-saturation input auxiliary system is introduced, and a linear sliding surface is defined to optimize the processing of control commands; Output integrated guidance and control commands under multiple constraints; The establishment of the integrated model includes: Based on the six-degree-of-freedom nonlinear model of the hypersonic vehicle's dive phase, the dynamics and kinematics model of the vehicle's center of mass, and the dynamics and kinematics model of the vehicle around its center of mass; By combining the relative motion model between the hypersonic vehicle and the target, and considering the terminal impact angle constraint of the hypersonic vehicle, an integrated guidance and control model for the hypersonic vehicle during its dive phase under multiple constraints is established.

2. The integrated design method for guidance and control during the dive phase of a hypersonic vehicle according to claim 1, characterized in that, The state variables of the integrated model include: The difference between the aircraft's line-of-sight tilt angle and the desired line-of-sight tilt angle; the difference between the actual line-of-sight deflection angle and the desired line-of-sight deflection angle. The derivative of the line of sight tilt angle and the derivative of the line of sight deflection angle; Angle of attack, sideslip angle, and roll angle; Roll rate, yaw rate, pitch rate.

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

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

5. The integrated design method for guidance and control during the dive phase of a hypersonic vehicle according to claim 1, characterized in that, The terminal attitude angle constraint of the hypersonic vehicle during the dive phase is transformed into constraints on the terminal line-of-sight tilt angle and line-of-sight deflection angle.

6. An integrated design system for guidance and control during the dive phase of a hypersonic vehicle, applied to the guidance and control during the dive phase of a hypersonic vehicle, characterized in that, The system includes; The definition module is used to define the constraints of hypersonic vehicles during the dive phase, including terminal position constraints, terminal landing angle constraints, flight state constraints, and actuator saturation constraints. The modeling module is used to establish an integrated guidance and control model under multiple 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. The establishment of the integrated model includes: Based on the six-degree-of-freedom nonlinear model of the hypersonic vehicle's dive phase, the dynamics and kinematics model of the vehicle's center of mass, and the dynamics and kinematics model of the vehicle around its center of mass; By combining the relative motion model between the hypersonic vehicle and the target, and considering the terminal impact angle constraint of the hypersonic vehicle, an integrated guidance and control model for the hypersonic vehicle during the dive phase under multiple constraints is established. The control command generation module is used to generate rudder deflection angle commands based on the integrated model; The integrated model uses non-singular terminal sliding mode control theory and anti-saturation input auxiliary control method to design guidance control and generate rudder deflection angle commands. The specific steps for generating the rudder deflection 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 angle of attack and sideslip angle commands. The constraints on the angle of attack and sideslip angle are used to filter the virtual angle of attack and sideslip angle commands; Define the yaw angle command as 0; Design a linear sliding surface to generate virtual angular velocity commands; To meet the constraints of the virtual angular velocity, command filtering is applied to satisfy the dynamic performance requirements. An anti-saturation input auxiliary system is introduced, and a linear sliding surface is defined to optimize the processing of control commands; Output integrated guidance and control commands under multiple constraints.

7. A storage medium, characterized in that, The storage medium stores computer-executable instructions, which are used to implement the integrated design method for guidance and control of a hypersonic vehicle during its dive phase, as described in any one of claims 1-5.

Images