High-speed aircraft cluster collaborative guidance method based on time-space synchronization attraction domain

Abstract

The invention designs a high-speed aircraft cluster collaborative guidance method based on a space-time synchronization attraction domain. An artificial potential field is designed, so that the aircrafts are kept at proper intervals, and collision is avoided while the aircrafts are gathered; designing a speed matching item based on a consistency theory to realize dynamic consistency of the speed of the aircraft; a guidance law based on a resistance acceleration-speed profile is designed, the cooperative requirements of the terminal range, height, speed and the like of the aircraft are met, and efficient autonomous clustering and guidance of the aircraft are achieved through combination of the three. Through attraction domain design and attack angle and heeling angle control, an aircraft cluster can reach a target point with high precision under the condition of meeting complex constraints such as heat flow, overload, dynamic pressure, collision avoidance and clustering, speed dynamic consistency and the like.

Description

Technical Field

[0001] The present invention belongs to the field of aircraft guidance and control, and relates to a high-speed aircraft collaborative guidance method based on a time-space synchronous attraction domain, which is used to realize the collaborative flight of a high-speed aircraft cluster and to reach a target point with high precision. Background Art

[0002] A high-speed aircraft refers to an aircraft with a flight speed of more than Mach 5. A high-speed aircraft can control the aircraft solely by relying on aerodynamic lift and drag without the thrust of its own engine, thereby achieving non-ballistic flight with the characteristics of long distance and long traverse.

[0003] High-speed aircraft swarm flight refers to the use of multiple aircraft in a cluster collaborative manner to replace traditional single individuals, using the group's advantages to more effectively complete the predetermined task. For example, in the military field, the coordinated flight of high-speed aircraft swarms can achieve saturation strikes on enemy targets and improve the damage efficiency against high-value, high-defense targets.

[0004] However, compared with low-speed aircraft such as drones, the coordinated flight of high-speed aircraft clusters has the following difficulties: First, the flight airspace and speed span are large, and the aerodynamic drag is dynamically time-varying; second, the aircraft has no power, it is difficult to achieve accelerated constant-speed flight, and the coordination of relative position and speed is difficult; third, it is necessary to consider complex constraints such as heat flow, overload, dynamic pressure, collision avoidance and cluster, and dynamic consistency of speed. Therefore, conducting research on the coordinated guidance method of high-speed aircraft in complex environments is of great significance and research value to support the saturation strike of high-speed aircraft and improve the guidance accuracy and coordination capability of clusters in complex environments. Summary of the invention

[0005] The technical problem solved by the present invention is: to overcome the shortcomings of the prior art and propose a high-speed aircraft collaborative guidance method based on a time-space synchronous attraction domain. Through the attraction domain design, attack angle and roll angle control, the aircraft cluster can reach the target point with high precision under the conditions of satisfying complex constraints such as heat flow, overload, dynamic pressure, collision avoidance and clustering, and speed dynamic consistency.

[0006] The technical solution of the present invention is: a high-speed aircraft cluster collaborative guidance method based on time-space synchronous attraction domain, characterized by comprising:

[0007] Set the upper and lower limits of the distance between aircraft clusters to control the relative positions between high-speed aircraft clusters in real time;

[0008] Calculate the average speed and acceleration of the aircraft cluster as the expected speed and acceleration of the aircraft cluster; calculate the difference between the speed and acceleration of the aircraft cluster and the expected speed and acceleration of the corresponding aircraft cluster, use the vector weighted sum of the difference as the speed matching item, and apply it to the high-speed aircraft to make it reach the predetermined speed and acceleration;

[0009] Calculate the expected flight distance between the aircraft cluster and the target point; convert the heat flow, overload, dynamic pressure constraints and quasi-equilibrium gliding conditions during the flight of the aircraft cluster into flight resistance constraints; design the drag acceleration-velocity profile of the aircraft cluster based on the remaining flight distance, expected flight distance and flight resistance constraints; design a closed-loop guidance law to make the aircraft cluster fly according to the designed drag acceleration-velocity profile, and calculate the size of the aircraft cluster's roll angle; design a heading angle error corridor and calculate the sign of the aircraft cluster's roll angle; design the flight guidance item based on the size and sign of the roll angle to make the aircraft cluster reach the target point.

[0010] The upper and lower limits of the distance between the aircraft clusters are set to control the relative positions between the high-speed aircraft clusters in real time, including:

[0011] Determine the relative distance between aircraft clusters, set the upper and lower limits of the distance between aircraft clusters, so that the aircraft clusters remain clustered and do not exceed the communication range and collide with each other;

[0012] Design an artificial potential function; the artificial potential function is a non-negative continuous differentiable function about the distance between adjacent aircraft, which exhibits repulsion when the distance between adjacent aircraft is less than a lower limit, and exhibits attraction when the distance between adjacent aircraft is greater than an upper limit;

[0013] The artificial potential field force is solved according to the artificial potential function and the relative distance between adjacent aircraft. The superposition of artificial potential field forces between multiple aircraft in the aircraft cluster is considered. The artificial potential field force exerted on any aircraft in the cluster is the resultant artificial potential field force generated by all other adjacent aircraft. The artificial potential field force is used to control the position of the aircraft in real time.

[0014] The upper limit of the distance between aircraft is set to 20 km, and the lower limit of the distance between aircraft is set to 0.5 km.

[0015] The calculation formula of the artificial potential function is:

[0016]

[0017] In the formula, r is the relative distance between two adjacent aircraft, r0 is the distance when the artificial potential field force is 0, f(r) is the artificial potential field force, is the artificial potential function.

[0018] The calculation formula of the artificial potential field force is:

[0019]

[0020] Where f0 is the amplitude of the artificial potential force when the relative distance between two adjacent aircraft is 0, s3(r) is the basis function of the artificial potential force, and its calculation formula is:

[0021]

[0022] s3(r)=s2(r)r+(r a +r b )s1(r) / 2

[0023] Among them, r a is the left boundary of the step interval, r b is the right boundary of the step interval, k1 is the variable for adjusting the steepness of the step interval, s1(r) and s2(r) are intermediate variables. Considering the superposition of the artificial potential field forces of multiple aircraft in the cluster, the calculation formula for the artificial potential field force on the i-th aircraft is:

[0024]

[0025] Among them, f i1 is the total artificial potential force on the ith aircraft, f ij The artificial potential force of the jth aircraft on the i-th aircraft, ||x i -x j || is the distance between the ith aircraft and the jth aircraft, and N is the number of aircraft in the cluster.

[0026] The calculation formula of the speed matching term is:

[0027]

[0028] Among them, f i2 is the speed matching item of the ith aircraft, a ij is the weighted coefficient of the speed matching item between the i-th aircraft and the j-th aircraft, which can be adjusted according to the speed matching effect. i is the speed of the ith aircraft, V j is the speed of the jth aircraft, D i is the drag acceleration of the ith aircraft, D j is the drag acceleration of the jth aircraft.

[0029] The calculation formula of the expected flight distance is:

[0030]

[0031] in, is the current latitude of the aircraft cluster, λ is the current longitude of the aircraft cluster, is the latitude of the target point of the aircraft cluster, λ f Longitude of the target point of the aircraft cluster, R earth is the radius of the Earth.

[0032] The heat flow, overload, dynamic pressure constraints and quasi-equilibrium gliding conditions are converted into flight resistance constraints:

[0033]

[0034] Among them, D qmax is the heat flow constraint of the aircraft, Q is the maximum dynamic pressure allowed by the aircraft, ρ0 is the atmospheric density, V is the aircraft speed, S is the aircraft reference area, C D is the aircraft drag coefficient, R n is the curvature radius of the aircraft stationary point, k q is the heat flow coefficient;

[0035] D nymax =n ymax C D / C L

[0036] Among them, D nymax is the maximum overload constraint of the aircraft, g is the acceleration of gravity, C D ,C L are the lift coefficient and drag coefficient of the aircraft;

[0037] D cpmax =cp max SC D / m

[0038] Among them, D cpmax is the maximum dynamic pressure constraint of the aircraft, and m is the mass of the aircraft;

[0039] D eg =(gV 2 / r)C D / C L

[0040] Among them, D eg is the maximum quasi-equilibrium gliding constraint of the aircraft, and r is the distance from the aircraft to the center of the earth.

[0041] The resistance acceleration-velocity profile is in the form of a piecewise linear function, and its calculation formula is:

[0042]

[0043] Where D is the drag acceleration-velocity profile of the aircraft, and C1~C5 are constant parameters of the drag acceleration profile.

[0044] The lift-to-drag ratio calculation formula of the aircraft tracking drag acceleration-velocity profile is:

[0045]

[0046] Where (L / D) C is the lift-to-drag ratio required for longitudinal guidance, (L / D)0 is the lift-to-drag ratio required for the planned standard drag acceleration profile, D and D0 are the drag acceleration of the actual flight and the standard trajectory, respectively. are the altitude change rates of the actual flight and the standard orbit respectively; f1, f2, f3, and f4 are the variable gain coefficients calculated from the standard orbit respectively.

[0047] The lift-to-drag ratio (L / D)0 required by the planned standard drag-acceleration profile is specifically:

[0048]

[0049] Standard orbit altitude change rate for:

[0050]

[0051] Among them, D, are respectively the drag acceleration and its first and second order derivatives, C D , are the drag coefficient and its first and second order derivatives, h s =-7110 represents a constant related to atmospheric parameters;

[0052] The calculation formula of the roll angle is:

[0053] σ=arccos((L / D) C / (L / D)).

[0054] When the error between the heading angle of the high-speed aircraft and the heading angle of the missile-target line exceeds the heading angle error corridor, the sign of the high-speed aircraft roll angle flips. The method for calculating the sign of the aircraft cluster roll angle is:

[0055]

[0056] Where: Δψ corridor is the width of the heading angle error corridor; Δψ out >Δψ in >0 are the outer and inner boundary widths of the heading angle error corridor; V a and V bis a parameter to be set; when the aircraft heading angle error exceeds the boundary of the aircraft heading angle error corridor, the aircraft roll angle is reversed, that is, the sign changes;

[0057] Then the sign of the roll angle of the aircraft cluster is determined by using the heading angle error corridor:

[0058]

[0059] Where: T hor is the lateral guidance period, and the heading angle error Δψ is defined as the deviation between the aircraft heading angle ψ and the aircraft line of sight angle Φ:

[0060] Δψ=ψ-Φ

[0061] The aircraft heading angle ψ is obtained through the spherical triangle:

[0062]

[0063] The calculation formula of the flight guidance item is:

[0064] f i3 =L i cos(σ i )

[0065] The force f i3 is the flight guidance item of the ith aircraft, L i is the lift of the ith aircraft.

[0066] The advantages of the present invention compared with the prior art are:

[0067] The present invention designs a high-speed aircraft cluster collaborative guidance method based on time-space synchronous attraction domain. By designing an artificial potential field to keep the appropriate distance between aircraft, collisions can be avoided while gathering; speed matching items are designed based on consistency theory to achieve dynamic consistency of aircraft speed; a guidance law based on drag acceleration-velocity profile is designed to meet the collaborative requirements of aircraft terminal range, altitude, speed, etc. The combination of the three effectively solves the collaborative guidance problem of high-speed aircraft clusters under the collaborative conditions of aerodynamic drag, collision avoidance and cluster constraints, and dynamic consistency of speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] Figure 1 The figure is a flow chart of the method of the present invention. DETAILED DESCRIPTION

[0069] High-speed aircraft clusters need to meet three index requirements during flight: first, the distance between clusters needs to be kept in an appropriate range; second, the speed of the cluster needs to be kept dynamically consistent during flight; and third, the cluster needs to reach the target position accurately. Therefore, the coordinated guidance of high-speed aircraft clusters is to adjust the size and direction of the aerodynamic force by adjusting the attack angle and roll angle of the aircraft during the entire flight, so that the aircraft cluster can fly in coordination while meeting the index requirements.

[0070] like Figure 1 As shown, the present invention designs a high-speed aircraft cluster collaborative guidance method based on time-space synchronous attraction domain. By designing an artificial potential field, the aircraft are kept at a suitable distance to avoid collision while gathering; the speed matching term is designed based on the consistency theory to achieve dynamic consistency of the aircraft speed; the guidance law based on the drag acceleration-velocity profile is designed to meet the collaborative requirements of the aircraft terminal range, altitude, speed, etc. The specific method is as follows:

[0071] (1) Controlling the relative positions of high-speed aircraft clusters

[0072] By designing the motion environment of a high-speed aircraft cluster as an artificial potential field, various constraints during the flight process (such as maintaining a certain distance between aircraft to avoid collisions; the distance between aircraft should not be too far, and the entire group should remain gathered to avoid exceeding the communication range) are converted into attraction and repulsion positions designed according to certain rules, and the aircraft cluster maintains a suitable distance under the combined force of gravity and repulsion. The specific steps are as follows:

[0073] (a) To avoid mutual interference of aerodynamic flow fields between high-speed aircraft clusters, the lower limit of the distance between aircraft is set to 0.5 km, and to avoid communication interruption between high-speed aircraft clusters, the upper limit of the distance between aircraft is set to 20 km.

[0074] (b) The design of artificial potential function usually imitates the real gravitational field or electromagnetic field in physics, and can also be constructed into any form that meets the conditions according to actual needs. In order to keep the high-speed aircraft cluster at an appropriate distance, the construction of artificial potential function must meet the following requirements: the potential function V(r) is a non-negative continuous differentiable function about the distance r between adjacent aircraft; when r→0, the potential function V(r)→∞, and the potential field force between aircrafts manifests as repulsion to avoid mutual collision; when r=r0, that is, when the distance between aircrafts is equal to the expected distance, the potential function V(r) is at the minimum point, and the potential field force f1=0; when r>r0, within a smaller range, the potential field force between aircrafts should manifest as gravity to keep the aircraft cluster together; when r→∞, the potential field force f1 should converge to a smaller constant c2 to ensure that aircrafts with relatively long distances maintain a certain attraction while reducing the influence of mutual interference.

[0075] (c) Based on the hyperbolic tangent function, design the artificial potential field force function.

[0076] Artificial potential field force basis function s1(r)

[0077]

[0078] Artificial potential field force basis function s2(r)

[0079]

[0080] Among them, r a ,r b are the left and right boundaries of the step interval, s1(r) and s2(r) are intermediate variables, and k1 is the variable for adjusting the steepness of the step interval. In general, k1=3.5 can be taken.

[0081] Artificial potential field force basis function s3(r)

[0082] s3(r)=s2(r)r+(r a +r b )s1(r) / 2

[0083] The artificial potential field force function designed to simulate the spring force is as follows

[0084]

[0085] Among them, r is the distance between two adjacent aircraft, r0 is the effective distance when the artificial potential field force is 0, and f0 is the amplitude of the artificial potential field force when the relative distance between two adjacent aircraft is 0.

[0086] Considering the superposition of artificial potential field forces of multiple aircraft in a cluster, the potential field force exerted on the i-th aircraft in the cluster is the resultant force of the potential field forces generated by all other neighboring aircraft.

[0087]

[0088] Among them, f i1 is the total artificial potential force on the ith aircraft, f ij The artificial potential force of the jth aircraft on the i-th aircraft, ||x i -x j || is the distance between the ith aircraft and the jth aircraft, and N is the number of aircraft in the cluster.

[0089] (2) Relative speed and acceleration control strategy for high-speed aircraft clusters

[0090] The purpose of speed matching is to make the aircraft cluster have the same movement trend. The aircraft will dynamically adjust its own speed and acceleration according to the speed and acceleration information of its neighbors to achieve dynamic consistency of the speed of the aircraft cluster.

[0091] (a) Based on the vector superposition principle, the average velocity and acceleration of the neighboring aircraft are calculated and used as the expected velocity and acceleration of the cluster;

[0092] (b) In actual calculation, the aircraft calculates the difference between the velocity vector of the neighboring aircraft and its own velocity vector, and uses the vector weighted sum of the difference as the velocity matching term, which is expressed as follows:

[0093]

[0094] Among them: Among them, f i2 is the speed matching item of the ith aircraft, a ij is the weighted coefficient of the speed matching item between the i-th aircraft and the j-th aircraft, which can be adjusted according to the speed matching effect. i is the speed of the ith aircraft, V j is the speed of the jth aircraft, D i is the drag acceleration of the ith aircraft, D j is the drag acceleration of the jth aircraft. During the movement of a high-speed aircraft cluster, the relative position changes, and the neighbor relationship between the aircraft changes accordingly. When one aircraft enters or leaves the neighborhood of another aircraft, the effect of the speed matching term will appear or disappear. Through the second-order smooth step function, this change process can be smoothed, avoiding sudden changes in force, which is conducive to maintaining a stable formation.

[0095] (3) High-speed aircraft cluster guidance strategy

[0096] The aircraft clusters not only need to maintain the coordination of relative states, but also need to accurately reach the target point under the flight constraints such as heat flow, dynamic pressure, and overload. Therefore, it can be assumed that the high-speed aircraft tracks a virtual navigator on the basis of meeting the collision avoidance, clustering, and dynamic consistency of speed. The state and control quantities of the virtual navigator are solved by the guidance law based on the drag acceleration-velocity profile. The guidance of the virtual navigator is divided into two parts: longitudinal guidance and lateral guidance. Among them, the longitudinal guidance mainly generates the reference drag acceleration profile through range prediction, and obtains the control quantity by tracking the reference drag acceleration profile based on the feedback linearization theory, thereby meeting the range, altitude, and speed requirements of the handover point. The lateral guidance is to ensure that the virtual navigator flies to the target point by designing the lateral heading error corridor. During the flight, the virtual navigator broadcasts its own position and velocity information in real time, and the high-speed aircraft cluster tracks the virtual navigator by designing the flight guidance items.

[0097] (a) First, calculate the expected flight distance between the virtual navigator and the target point, which is expressed as follows:

[0098]

[0099] in, is the current latitude of the aircraft cluster, λ is the current longitude of the aircraft cluster, is the latitude of the target point of the aircraft cluster, λ f Longitude of the target point of the aircraft cluster, R earth is the radius of the Earth.

[0100] (b) Considering the stability and reliability of the internal structure of the aircraft, the heat flow, overload, dynamic pressure constraints and quasi-equilibrium gliding conditions are transformed into flight resistance constraints:

[0101]

[0102] Among them, D qmax is the heat flow constraint of the aircraft, Q is the maximum dynamic pressure allowed by the aircraft, ρ0 is the atmospheric density, V is the aircraft speed, S is the aircraft reference area, C D is the aircraft drag coefficient, R n is the curvature radius of the aircraft stationary point, k q is the heat flow coefficient.

[0103] D nymax =n ymax C D / C L

[0104] Among them, D nymax is the maximum overload constraint of the aircraft, g is the acceleration of gravity, C D ,C L are the lift coefficient and drag coefficient of the aircraft.

[0105] D cpmax =cp max SC D / m

[0106] Among them, D cpmax is the maximum dynamic pressure constraint of the aircraft, and m is the mass of the aircraft.

[0107] D eg =(gV 2 / r)C D / C L

[0108] Among them, D eg is the maximum quasi-equilibrium gliding constraint of the aircraft, and r is the distance from the aircraft to the center of the earth.

[0109] (c) The rate of change of ground range and speed during the virtual navigator's flight is:

[0110]

[0111] During the flight of a high-speed aircraft, since the speed of the virtual navigator is relatively high and the trajectory inclination is relatively small, γ can be considered to be a small angle, with cosγ=1 and sinγ=0. The remaining flight distance can be obtained by integration:

[0112]

[0113] The mathematical expression of the drag acceleration-velocity profile is as follows:

[0114]

[0115] Among them, C1~C5 are constant parameters of the drag acceleration profile, which can be obtained by (V0, D0), (V1, D e )、(V2,D e )、(V f ,D f ) four points. The starting point of the nominal section (V0, D0), (V f ,D f ) can be calculated based on the speed and altitude of the high-speed aircraft starting point and target point. The shape of the drag acceleration profile is only related to the entry speed V1, exit speed V2 of the constant drag segment and the drag acceleration D of the constant drag segment. e If the remaining flight distance is greater than the expected flight distance, D needs to be increased. e , otherwise, reduce D e .

[0116] (d) After the drag acceleration profile is determined, the virtual navigator needs to adjust the flight angle of attack and roll angle in real time during flight to track the drag acceleration profile. In order to simplify the design and reduce the control difficulty, during the flight of the virtual navigator, the angle of attack α only needs to track the pre-planned angle of attack profile, and the actual control quantity is only the roll angle σ. The longitudinal guidance determines the absolute value of the roll angle σ, thereby determining the descent speed of the virtual navigator's glide to control the range. The lateral guidance only determines the direction of the roll angle σ, and controls the lateral range of the virtual navigator by adjusting the positive and negative roll angle. After the angle of attack and the drag acceleration profile are determined, the corresponding control rate is:

[0117]

[0118] α c =α0+f4(D-D0)

[0119] Where (L / D) Cis the lift-to-drag ratio required for longitudinal guidance, (L / D)0 is the planned standard drag acceleration

[0120] The lift-to-drag ratio required by the profile, D, D0 are the drag acceleration of actual flight and standard orbit respectively, are the altitude change rates of the actual flight and the standard orbit, respectively. f1, f2, f3, and f4 are the variable gain coefficients calculated from the standard orbit, respectively.

[0121] Among them, the reference altitude change rate and the reference longitudinal lift-to-drag ratio can be expressed in a form related to the drag acceleration:

[0122]

[0123] Among them, D, are respectively the drag acceleration and its first and second order derivatives, C D , are the drag coefficient and its first and second order derivatives, h s =-7110 is a constant related to atmospheric parameters.

[0124] (e) When the error between the heading angle of the high-speed aircraft and the heading angle of the missile-target line exceeds the heading angle error corridor, the sign of the high-speed aircraft's roll angle flips. The method for calculating the sign of the aircraft cluster's roll angle is:

[0125]

[0126] Where: Δψ corridor is the width of the heading angle error corridor; Δψ out >Δψ in >0 are the outer and inner boundary widths of the heading angle error corridor; V a and V b is a parameter to be set. When the aircraft heading angle error exceeds the boundary of the aircraft heading angle error corridor, the aircraft roll angle is reversed, that is, the sign changes. Therefore, the sign of the aircraft roll angle can be determined using the heading angle error corridor:

[0127]

[0128] Where: T hor is the lateral guidance period, and the heading angle error Δψ is defined as the deviation between the aircraft heading angle ψ and the aircraft line of sight angle Φ:

[0129] Δψ=ψ-Φ

[0130] The aircraft heading angle ψ can be obtained through the spherical triangle:

[0131]

[0132] (f) The calculation formula for flight guidance items is:

[0133] f i3 =L i cos(σ i )

[0134] The force f i3 is the flight guidance item of the ith aircraft, L i is the lift of the ith aircraft.

[0135] (4) High-speed aircraft cluster collaborative guidance based on spatiotemporal synchronous attraction domain

[0136] The relative position control strategy, relative speed and acceleration control strategy, and guidance strategy of the high-speed aircraft cluster are integrated to form a high-speed aircraft cluster collaborative guidance law based on the spatiotemporal synchronous attraction domain, which is expressed as follows:

[0137] U i =f i1 +f i2 +f i3

[0138] Where: U i is the total guidance item of the ith aircraft, f i1 is the artificial potential field term of the ith aircraft, which is used to achieve the aggregation and collision avoidance of the aircraft cluster; f i2 is the speed matching item of the ith aircraft, which is used to achieve the speed matching of the aircraft cluster; f i3 is the flight guidance item of the i-th aircraft, which is used to ensure that the cluster reaches the target point accurately.

Claims

1. A high-speed aircraft cluster collaborative guidance method based on spatiotemporal synchronous attraction domain, characterized in that: include: Set the upper and lower limits of the distance between aircraft clusters to control the relative positions between high-speed aircraft clusters in real time; Calculate the average speed and acceleration of the aircraft cluster as the expected speed and acceleration of the aircraft cluster; calculate the difference between the speed and acceleration of the aircraft cluster and the expected speed and acceleration of the corresponding aircraft cluster, use the vector weighted sum of the difference as the speed matching item, and apply it to the high-speed aircraft to make it reach the predetermined speed and acceleration; Calculate the expected flight distance between the aircraft cluster and the target point; convert the heat flow, overload, dynamic pressure constraints and quasi-equilibrium gliding conditions during the flight of the aircraft cluster into flight resistance constraints; design the drag acceleration-velocity profile of the aircraft cluster based on the remaining flight distance, expected flight distance and flight resistance constraints; design a closed-loop guidance law to make the aircraft cluster fly according to the designed drag acceleration-velocity profile, and calculate the size of the aircraft cluster's roll angle; Design the heading angle error corridor and calculate the sign of the roll angle of the aircraft cluster; design the flight guidance item according to the size and sign of the roll angle to make the aircraft cluster reach the target point.

2. The high-speed aircraft cluster collaborative guidance method based on spatiotemporal synchronous attraction domain according to claim 1 is characterized by: The upper and lower limits of the distance between the aircraft clusters are set to control the relative positions between the high-speed aircraft clusters in real time, including: Determine the relative distance between aircraft clusters, set the upper and lower limits of the distance between aircraft clusters, so that the aircraft clusters remain clustered and do not exceed the communication range and collide with each other; Design an artificial potential function; the artificial potential function is a non-negative continuous differentiable function about the distance between adjacent aircraft, which exhibits repulsion when the distance between adjacent aircraft is less than a lower limit, and exhibits attraction when the distance between adjacent aircraft is greater than an upper limit; The artificial potential field force is solved according to the artificial potential function and the relative distance between adjacent aircraft. The superposition of artificial potential field forces between multiple aircraft in the aircraft cluster is considered. The artificial potential field force exerted on any aircraft in the cluster is the resultant artificial potential field force generated by all other adjacent aircraft. The artificial potential field force is used to control the position of the aircraft in real time.

3. The high-speed aircraft cluster collaborative guidance method based on spatiotemporal synchronous attraction domain according to claim 2 is characterized in that: The upper limit of the distance between aircraft is set to 20 km, and the lower limit of the distance between aircraft is set to 0.5 km.

4. The high-speed aircraft cluster collaborative guidance method based on spatiotemporal synchronous attraction domain according to claim 2 is characterized by: The calculation formula of the artificial potential function is: In the formula, r is the relative distance between two adjacent aircraft, r0 is the distance when the artificial potential field force is 0, f(r) is the artificial potential field force, is the artificial potential function.

5. The high-speed aircraft cluster collaborative guidance method based on spatiotemporal synchronous attraction domain according to claim 4 is characterized in that: The calculation formula of the artificial potential field force is: Where f0 is the amplitude of the artificial potential force when the relative distance between two adjacent aircraft is 0, s3(r) is the basis function of the artificial potential force, and its calculation formula is: s3(r)=s2(r)r+(r a +r b )s1(r) / 2 Among them, r a is the left boundary of the step interval, r b is the right boundary of the step interval, k1 is the variable for adjusting the steepness of the step interval, s1(r) and s2(r) are intermediate variables. Considering the superposition of the artificial potential field forces of multiple aircraft in the cluster, the calculation formula for the artificial potential field force on the i-th aircraft is: Among them, f i1 is the total artificial potential force on the ith aircraft, f ij is the artificial potential force of the jth aircraft on the i-th aircraft, x i -x j is the distance between the ith aircraft and the jth aircraft, and N is the number of aircraft in the cluster.

6. The high-speed aircraft cluster collaborative guidance method based on spatiotemporal synchronous attraction domain according to claim 5 is characterized by: The calculation formula of the speed matching term is: Among them, f i2 is the speed matching item of the ith aircraft, a ij is the weighted coefficient of the speed matching item between the i-th aircraft and the j-th aircraft, which can be adjusted according to the speed matching effect. i is the speed of the ith aircraft, V j is the speed of the jth aircraft, D i is the drag acceleration of the ith aircraft, D j is the drag acceleration of the jth aircraft.

7. The high-speed aircraft cluster collaborative guidance method based on spatiotemporal synchronous attraction domain according to claim 1 is characterized by: The calculation formula of the expected flight distance is: in, is the current latitude of the aircraft cluster, λ is the current longitude of the aircraft cluster, is the latitude of the target point of the aircraft cluster, λ f Longitude of the target point of the aircraft cluster, R earth is the radius of the Earth.

8. The high-speed aircraft cluster collaborative guidance method based on spatiotemporal synchronous attraction domain according to claim 1, characterized in that: The heat flow, overload, dynamic pressure constraints and quasi-equilibrium gliding conditions are converted into flight resistance constraints: Among them, D qmax is the heat flow constraint of the aircraft, Q is the maximum dynamic pressure allowed by the aircraft, ρ0 is the atmospheric density, V is the aircraft speed, S is the aircraft reference area, C D is the aircraft drag coefficient, R n is the curvature radius of the aircraft stationary point, k q is the heat flow coefficient; D nymax =n ymax gC D / C L Among them, D nymax is the maximum overload constraint of the aircraft, g is the acceleration of gravity, C D ,C L are the lift coefficient and drag coefficient of the aircraft; D cpmax =cp max SC D / m Among them, D cpmax is the maximum dynamic pressure constraint of the aircraft, and m is the mass of the aircraft; D eg =(g-V 2 / r)C D / C L Among them, D eg is the maximum quasi-equilibrium gliding constraint of the aircraft, and r is the distance from the aircraft to the center of the earth.

9. The high-speed aircraft cluster collaborative guidance method based on spatiotemporal synchronous attraction domain according to claim 8, characterized in that: The resistance acceleration-velocity profile is in the form of a piecewise linear function, and its calculation formula is: Where D is the drag acceleration-velocity profile of the aircraft, and C1~C5 are constant parameters of the drag acceleration profile.

10. The high-speed aircraft cluster collaborative guidance method based on time-space synchronous attraction domain according to claim 9, characterized in that: The lift-to-drag ratio calculation formula of the aircraft tracking drag acceleration-velocity profile is: Where (L / D) C is the lift-to-drag ratio required for longitudinal guidance, (L / D)0 is the lift-to-drag ratio required for the planned standard drag acceleration profile, D and D0 are the drag acceleration of the actual flight and the standard trajectory, respectively. are the altitude change rates of the actual flight and the standard orbit respectively; f1, f2, f3, and f4 are the variable gain coefficients calculated from the standard orbit respectively.

11. The high-speed aircraft cluster collaborative guidance method based on spatiotemporal synchronous attraction domain according to claim 10, characterized in that: The lift-to-drag ratio (L / D)0 required by the planned standard drag-acceleration profile is specifically: Standard orbit altitude change rate for: Among them, D, are the drag acceleration and its first and second order derivatives, C D , are the drag coefficient and its first and second order derivatives, h s =-7110 represents a constant related to atmospheric parameters; The formula for calculating the roll angle is: σ=arccos((L / D) C / (L / D))。 12. The high-speed aircraft cluster collaborative guidance method based on spatiotemporal synchronous attraction domain according to claim 8, characterized in that: When the error between the heading angle of the high-speed aircraft and the heading angle of the missile-target line exceeds the heading angle error corridor, the sign of the high-speed aircraft roll angle flips. The method for calculating the sign of the aircraft cluster roll angle is: Where: Δψ corridor is the width of the heading angle error corridor; Δψ out >Δψ in >0 are the outer and inner boundary widths of the heading angle error corridor; V a and V b is a parameter to be set; when the aircraft heading angle error exceeds the boundary of the aircraft heading angle error corridor, the aircraft roll angle is reversed, that is, the sign changes; Then the sign of the roll angle of the aircraft cluster is determined by using the heading angle error corridor: Where: T hor is the lateral guidance period, and the heading angle error Δψ is defined as the deviation between the aircraft heading angle ψ and the aircraft line of sight angle Φ: Δψ=ψ-Φ The aircraft heading angle ψ is obtained through the spherical triangle:

13. The high-speed aircraft cluster collaborative guidance method based on spatiotemporal synchronous attraction domain according to claim 11, characterized in that: The calculation formula of the flight guidance item is: f i3 =L i cos(σ i ) The force f i3 is the flight guidance item of the ith aircraft, L i is the lift of the ith aircraft.

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