A guidance method and device for multi-aircraft cooperative interception of dynamic targets
By constructing preset performance constraints for the line-of-sight direction and line-of-sight normal subsystems and a fixed-time interference observer, the coordination problem of time and angle in multi-vehicle cooperative guidance was solved, realizing dynamic target cooperative interception of multiple aircraft in three-dimensional space, and improving interception accuracy and combat effectiveness.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- HARBIN INST OF TECH
- Filing Date
- 2026-03-05
- Publication Date
- 2026-06-02
AI Technical Summary
Existing multi-vehicle cooperative guidance methods are difficult to simultaneously meet the requirements of remaining flight time coordination, impact angle constraint, and full-process performance control under three-dimensional space, dynamic targets, and engineering feasibility requirements, which limits their application in complex combat environments.
A guidance method for intercepting dynamic targets using multi-vehicle cooperative interception is adopted. By constructing the impact time deviation and impact angle deviation states, it is decomposed into two subsystems: line-of-sight direction and line-of-sight normal. Preset performance constraints and fixed-time interference observers are introduced. Using integral sliding surface and preset time convergence sliding surface, a cooperative guidance law is constructed to achieve time consistency and angle constraints among the aircraft.
Under conditions of target maneuver uncertainty, consistent and coordinated control of interception time and impact angle constraint of multiple aircraft can be achieved to improve the coordination of salvo attacks and the success rate of interception, reduce dependence on target maneuver information, and enhance system robustness.
Smart Images
Figure CN122131787A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of aircraft guidance and control technology, specifically to the field of multi-aircraft cooperative guidance and control technology, and is applied to the cooperative interception of the same dynamic target by multiple aircraft in three-dimensional space. Background Technology
[0002] The core issue of multi-vehicle cooperative guidance lies in how to achieve coordination of remaining flight time and spatial cooperation among multiple aircraft in a dynamic system composed of multiple aircraft and a target, thereby completing cooperative interception missions in complex combat environments. Generally speaking, if the consistency of remaining flight time and the terminal impact angle constraint in the multi-vehicle cooperative guidance problem can be simultaneously satisfied, it means that the cooperative interception mission can be theoretically realized, and the cooperative attack effect and terminal damage efficiency can be guaranteed. From the perspective of control theory, finite-time, fixed-time, and preset-time cooperative guidance methods provide feasible theoretical tools for this type of problem.
[0003] However, from the perspective of engineering implementation and system complexity, existing multi-vehicle cooperative guidance methods still face significant limitations. On the one hand, the convergence time of finite-time cooperative guidance methods typically depends on the initial conditions of the system, making it difficult to guarantee the predictability of the coordination process under large initial deviations. While fixed-time cooperative guidance methods can theoretically provide an upper bound on the convergence time, their convergence time is often coupled with control parameters, making precise setting difficult. On the other hand, some pre-set time cooperative guidance methods rely on a master-slave structure, resulting in insufficient system robustness. Furthermore, existing methods largely focus on satisfying terminal constraints, lacking system constraints on transient performance such as the convergence speed and overshoot amplitude of remaining flight time consistency errors and impact angle errors during flight. This can lead to excessive maneuvering during the error convergence phase, which is detrimental to practical engineering applications. Therefore, existing multi-vehicle cooperative guidance technologies still struggle to simultaneously meet the requirements of remaining flight time coordination, impact angle constraints, and full-process performance control under three-dimensional space, dynamic targets, and engineering feasibility requirements, thus limiting their application in complex combat environments. Summary of the Invention
[0004] In view of this, the present invention aims to propose a guidance method and device for multi-vehicle cooperative interception of dynamic targets, so as to solve the technical problem of achieving consistent cooperative control of interception time and impact angle constraint of multi-vehicles under the condition of target dynamic uncertainty.
[0005] To achieve the above objectives, the present invention adopts the following technical solution: This invention proposes a guidance method for multi-vehicle cooperative interception of dynamic targets. The method includes: a cooperative guidance method based on the consistency of impact time among the multiple aircraft and an impact angle constraint guidance method. The steps of the multi-vehicle cooperative interception of dynamic targets guidance method are as follows: S1. Construct the impact time deviation and impact angle deviation states based on the three-dimensional relative kinematic relationship, convert the three-dimensional relative kinematic equations into error system state equations, and divide them into two subsystems: line of sight direction and line of sight normal. S2. Based on the line-of-sight direction subsystem described in S1, a preset performance constraint is introduced on the impact time deviation, and the impact time deviation with equivalent unconstrained error is obtained through the error transformation method. S3. Based on the impact time deviation of the equivalent unconstrained error described in S2, a fixed-time disturbance observer is used to observe and estimate the target acceleration; S4. Based on the impact time deviation of the equivalent unconstrained error described in S2, an integral sliding mode surface with preset time convergence characteristics is used to construct a cooperative guidance law in the line-of-sight direction, thereby obtaining a cooperative guidance method for consistency of impact time of multiple aircraft. S5. Based on the line-of-sight normal subsystem described in S1, a preset performance constraint is introduced on the impact angle deviation, and the constrained impact angle deviation is mapped to an equivalent unconstrained state to construct an equivalent dynamic model of unconstrained error. S6. Based on the equivalent dynamic model of unconstrained error in S5, a fixed-time disturbance observer is used to estimate the acceleration in the line-of-sight direction of the target. S7. Based on the equivalent dynamic model of unconstrained error in S5, the guidance law is calculated using a preset time-converging sliding surface to obtain the impact angle constrained guidance method.
[0006] Furthermore, the process of S1 includes: S11. In the line-of-sight coordinate system, the first... The three-dimensional relative kinematic equations between the aircraft and the target are:
[0007] in, and These represent the relative distance and radial relative velocity between the aircraft and the target, respectively. and These represent the elevation angle of the line of sight and its rate of change, respectively. and These represent the azimuth angle of the line of sight and its rate of change, respectively. , and These represent the acceleration components of the aircraft in the radial, elevation, and azimuth directions of the line-of-sight coordinate system, respectively. , and These represent the acceleration components of the target in the corresponding directions; S12. Convert the three-dimensional relative kinematic equations into error system state equations; the error system state equations include two subsystems: the line-of-sight direction and the line-of-sight normal. The state equation of the error system is: , Among them, the impact time deviation is Line of sight deviation With line-of-sight angular velocity Describe the terminal impact angle constraint, where and The desired line-of-sight angle in the line-of-sight coordinate system; For the first The altitude and vertical line-of-sight angular velocity of the aircraft This refers to the angular velocity of the line of sight in the azimuth direction. , for the first The line-of-sight normal acceleration vector of an aircraft, components Represents the normal acceleration along the line of sight in the vertical direction: Components This indicates the acceleration in the direction of the line of sight normal. , is the line-of-sight normal acceleration vector of the target, with components The components of the normal acceleration of the line of sight in the vertical direction of the target are... The acceleration is the normal velocity of the target's orientation towards the line of sight. The known terms are the relative motion along the line of sight. The acceleration coupling coefficient is the one along the line of sight. Let be the known vector of relative motion along the line of sight normal. This is the acceleration coupling matrix along the line-of-sight normal.
[0008] Furthermore, the process in S2 includes: S21. Construct a time-varying performance envelope using a finite-time preset performance function:
[0009] in, and Impact time deviation The overshoot suppression parameter; Pre-set performance functions for finite time; S22. The error transformation method maps the constrained impact time deviation into an equivalent unconstrained error expression: , in, This represents the equivalent unconstrained impact time deviation after conversion. Error transformation function The inverse function; .
[0010] Furthermore, the method for estimating target acceleration using a fixed-time disturbance observer, as described in S3, is as follows: in, , and Relative distances ,interference and its derivative The estimate, It is a positive number.
[0011] Furthermore, the S4 process includes: S41. Construct an integral sliding surface with preset time convergence characteristics:
[0012] in express initial value, It is a distributed, pre-defined time consistency protocol; S42. Constructing a cooperative guidance law for the line-of-sight direction: in, For controller gain, For integral sliding surface The preset convergence time; To estimate the upper bound of the error, Large enough and satisfying .
[0013] Furthermore, the S5 process includes: S51. The preset performance constraint on the impact angle deviation is introduced using the finite-time preset performance function described in S2:
[0014] in, and for The overshoot suppression parameter, These respectively represent the vertical and directional aspects of the line of sight. Pre-set performance functions for finite time; S52. The unconstrained error state after impact angle deviation transformation is obtained using the error transformation method: , , To introduce an error transformation function that is the same as the line of sight, Preset performance function corresponding to impact angle deviation ; S53. Construct the equivalent dynamic model without constraint error as follows:
[0015] in, For the time-varying coefficients of the equivalent dynamic model; These are known coupling terms in the equivalent dynamic model; , is an auxiliary variable, corresponding to the equivalent unconstrained impact angle deviation after transformation; , as an auxiliary variable, corresponds to the rate of change of the equivalent unconstrained impact angle deviation. .
[0016] Furthermore, the fixed-time interference observer described in S6 is:
[0017] in, , , They are respectively , and The estimated value, Gain , , , ( () is a positive constant. It is a positive constant; the observer pair estimation error satisfy .
[0018] Furthermore, the process of S7 is as follows: S71. Construct a preset time-converging sliding surface:
[0019] in, , , and These are positive constants used for adjustment. and The convergence speed; S72. Calculate the guidance law for the line-of-sight normal:
[0020] in For feedforward compensation term, For observer compensation terms, This is the preset time convergence term.
[0021] Furthermore, it also includes: S8. Update the status of all aircraft and targets, if the relative distance... Less than the effective kill radius If the relative distance is [missing information], it is considered a hit, and the calculation of the deviation for the next moment is stopped; if the relative distance [missing information], it is considered a hit. Greater than or equal to the effective kill radius Then continue calculating the deviation at the next time step.
[0022] This invention also proposes a guidance device for multi-vehicle cooperative interception of dynamic targets. The device is based on the guidance method for multi-vehicle cooperative interception of dynamic targets described in this invention, and includes: The system modeling module is used to construct the impact time deviation and impact angle deviation states based on the three-dimensional relative kinematic relationship, convert the three-dimensional relative kinematic equations into error system state equations, and divide them into two subsystems: the line-of-sight direction and the line-of-sight normal. The time constraint module is used to introduce a preset performance constraint on the impact time deviation based on the line-of-sight direction subsystem, and to obtain an equivalent unconstrained impact time deviation through an error conversion method. A line-of-sight target acceleration estimation module; used to estimate the target acceleration using a fixed-time interference observer based on the impact time deviation of the equivalent unconstrained error; The cooperative guidance law module is used to construct a cooperative guidance law in the line-of-sight direction based on the impact time deviation of the equivalent unconstrained error, using an integral sliding mode surface with preset time convergence characteristics, to obtain a cooperative guidance method for consistent impact time of multiple aircraft. Impact angle constraint module; used to introduce preset performance constraints on the impact angle deviation based on the line-of-sight normal subsystem, and map the constrained impact angle deviation to an equivalent unconstrained state, so as to construct an equivalent dynamic model without constraint error; A line-of-sight normal target acceleration estimation module; used to estimate the target's line-of-sight acceleration based on the equivalent dynamic model with unconstrained error, using a fixed-time disturbance observer; The line-of-sight normal guidance law module is used to calculate the guidance law based on the equivalent dynamic model with unconstrained error, and obtain the impact angle constrained guidance method by using a preset time-converging sliding surface.
[0023] Compared with the prior art, the beneficial effects of the present invention are: With the development of highly maneuverable aerospace targets and complex combat styles, traditional single-vehicle interception methods face challenges in terms of interception accuracy and combat effectiveness. Multi-vehicle cooperative interception has gradually become an important means to improve interception success rate and damage effect. In multi-vehicle cooperative interception, the aircraft need to coordinate their remaining flight time and cooperate in space within a limited time, placing higher demands on cooperative guidance methods. The guidance method for multi-vehicle cooperative interception of dynamic targets described in this invention is a multi-vehicle cooperative guidance method in the field of aircraft guidance and control technology. It can achieve cooperative interception of the same dynamic target by multiple aircraft in three-dimensional space, meeting the requirements of salvo interception and terminal impact angle constraints.
[0024] This invention provides a cooperative guidance method for multi-vehicle cooperative interception of dynamic targets in three-dimensional space. Under the condition of uncertain target maneuvering, it can achieve consistent cooperative control of interception time and impact angle constraint of multiple aircraft, and at the same time, it can uniformly constrain the overshoot, convergence rate and steady-state accuracy of interception time deviation and impact angle deviation.
[0025] This invention addresses the problem of coordinated interception of dynamic targets by multiple aircraft in three-dimensional space. By introducing a preset time control mechanism, it achieves consistent coordination of impact times among multiple aircraft, enabling the impact time to be explicitly set before mission execution, thereby improving the coordination of salvo attacks and the success rate of interception. Furthermore, by introducing a preset performance constraint function, it constrains the overshoot, convergence rate, and steady-state accuracy of impact time deviation and terminal impact angle deviation throughout the entire process. Moreover, the error convergence time can be explicitly set, giving the coordinated interception process good dynamic predictability and adjustability, thus enhancing the reliability of engineering applications.
[0026] To address the uncertainty of dynamic targets, a fixed-time disturbance observer is introduced to estimate and compensate for target acceleration online. This reduces the reliance on prior information about target maneuvers and additional sensors, and improves the system's robustness under strong maneuvering conditions.
[0027] This invention unifies impact time consistency control and terminal impact angle constraint within the same cooperative guidance framework. While ensuring that multiple aircraft hit the target simultaneously, it also meets the predetermined interception direction requirements. It is applicable to cooperative interception missions with different numbers of aircraft and targets with different maneuvering intensities, and has high engineering application value and promotion significance.
[0028] This invention belongs to the field of aircraft guidance and control technology, specifically the field of multi-aircraft cooperative guidance and control technology, and is applied to the cooperative interception of the same dynamic target by multiple aircraft in three-dimensional space. Attached Figure Description
[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.
[0030] Figure 1 This is a flowchart of the multi-vehicle cooperative interception dynamic target guidance method described in this invention; Figure 2 Here is a flowchart of the multi-vehicle cooperative interception dynamic target guidance method in specific implementation method one; Figure 3 This is a technical structural diagram of the guidance device for multi-vehicle cooperative interception of dynamic targets according to the second specific embodiment of the present invention; Figure 4 This is a communication topology diagram for Implementation Method 3; Figure 5 The simulation results of multi-vehicle cooperative interception of dynamic targets are for the third specific implementation method. Figure 6 The simulation results show the impact time deviation comparison for specific implementation method three; Figure 7 The simulation results show the difference in line-of-sight elevation in the third specific implementation method. Figure 8 The simulation results show the line-of-sight azimuth deviation of the third specific implementation method. Detailed Implementation
[0031] 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, and 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.
[0032] Specific Implementation Method 1: This implementation method describes a guidance method for cooperative interception of dynamic targets by multiple aircraft. The cooperative guidance method includes: a cooperative guidance method for ensuring consistency of impact time among the multiple aircraft and an impact angle constraint guidance method; such as... Figure 1 As shown, the steps of the multi-vehicle cooperative guidance method are as follows: The method begins with step one, in which the impact time deviation and impact angle deviation states are constructed based on the three-dimensional relative kinematic relationship. The three-dimensional relative kinematic equations are then converted into error system state equations, and divided into two subsystems: the line-of-sight direction and the line-of-sight normal. Specifically, Step 1.1: Establish a three-dimensional relative kinematic model; To address the problem of coordinated interception of dynamic targets by multiple aircraft, in the line-of-sight coordinate system, the first... The three-dimensional relative kinematic relationship between the aircraft and the target can be described by the following equations:
[0033] in, and These represent the relative distance and radial relative velocity between the aircraft and the target, respectively. and This indicates the elevation angle of the line of sight and its rate of change. and This indicates the azimuth angle of the line of sight and its rate of change. , and These represent the acceleration components of the aircraft in the radial, elevation, and azimuth directions of the line-of-sight coordinate system, respectively. , and These represent the acceleration components of the target in the corresponding directions.
[0034] Step 1.2: Convert the three-dimensional relative kinematic equations into error system state equations, and divide them into two subsystems: the line-of-sight direction and the line-of-sight normal.
[0035] Define the remaining flight time as Then the first The impact time of the aircraft is Given a preset impact time The corresponding impact time deviation is defined as To describe the terminal impact angle constraint, a line-of-sight angle deviation is introduced. With line-of-sight angular velocity ,in and The desired line-of-sight angle in the line-of-sight coordinate system; For the first The altitude and vertical line-of-sight angular velocity of the aircraft This refers to the angular velocity of the line of sight in the azimuth direction. , for the first The line-of-sight normal acceleration vector of an aircraft, components Represents the normal acceleration along the line of sight in the vertical direction: Components This indicates the acceleration in the direction of the line of sight normal. , is the line-of-sight normal acceleration vector of the target, with components The components of the normal acceleration of the line of sight in the vertical direction of the target are... The acceleration is the normal velocity of the target's orientation towards the line of sight. The known terms are the relative motion along the line of sight. The acceleration coupling coefficient is the one along the line of sight. Let be the known vector of relative motion along the line of sight normal. Let be the acceleration coupling matrix along the line-of-sight normal. Based on this, the three-dimensional relative kinematics can be rewritten as the following system state equations:
[0036] in , , , . ,and .
[0037] Then, step two is executed. In step two, based on the line-of-sight direction subsystem described in S1, a preset performance constraint is introduced on the impact time deviation, and an equivalent unconstrained error impact time deviation is obtained through an error transformation method. Specifically, the equivalent unconstrained processing through the error transformation method includes the following steps: Step 2.1: A finite-time preset performance function is used to introduce preset performance constraints on the impact time deviation. The expression for the finite-time preset performance function is as follows:
[0038] in , ( ) is a constant. Impact time deviation The preset convergence time. This represents the initial value of the preset performance function. This represents the steady-state boundary of the preset performance function.
[0039] The time-varying performance envelope is constructed by the aforementioned finite-time preset performance function, which makes the impact time deviation... The following bounded constraint relationship is satisfied throughout the entire guidance process:
[0040] in and Impact time deviation The overshoot suppression parameter.
[0041] Step 2.2: Using an error transformation method, the constrained impact time deviation is mapped to an equivalent unconstrained state. The transformation relationship is expressed as follows:
[0042] in This represents the equivalent unconstrained impact time deviation after conversion. The error transformation function is of the form:
[0043] in, It is an exponential function. Let... Then, the explicit expression of the equivalent unconstrained error can be obtained as follows:
[0044] Furthermore, regarding the equivalent error Taking the derivative with respect to time, we get...
[0045] in, .
[0046] To ensure that the initial state of the system meets the preset performance constraints, this invention requires that the initial impact time deviation be within the preset performance envelope range, i.e. .
[0047] Then, step three is performed. In step three, based on the impact time deviation of the equivalent unconstrained error described in S2, a fixed-time disturbance observer is used to observe and estimate the target acceleration. Specifically, in this embodiment, for the target acceleration compensation part of the cooperative guidance law in step 2, a fixed-time interference observer is used to observe and estimate the target acceleration, specifically in the form of... in, , and Relative distances ,interference and its derivative The estimate, It is a positive number.
[0048] Then, step four is executed. In step four, based on the impact time deviation of the equivalent unconstrained error described in S2, an integral sliding mode surface with preset time convergence characteristics is used to construct a cooperative guidance law in the line-of-sight direction, thereby obtaining a cooperative guidance method for consistent impact time among multiple aircraft; specifically, In this embodiment, in step 4, based on the preset time convergence consistency theory and integral sliding mode surface, a cooperative guidance method for the time consistency of multiple aircraft impacts is designed, and the cooperative guidance law for the time consistency of multiple aircraft impacts is calculated. Specifically, the steps include the following: Step 4.1: Construct an integral sliding surface with preset time convergence characteristics, the expression of which is:
[0049] in express initial value, It is a distributed, pre-defined time consistency protocol, specifically in the form of...
[0050] in For controller gain, For adjacent aircraft The equivalent deviation.
[0051] Step 4.2: Construct the cooperative guidance law for the line-of-sight direction, its expression is: in, For controller gain, For integral sliding surface The preset convergence time. To estimate the upper bound of the error, Large enough and satisfying .
[0052] Then, step five is executed. In step five, based on the line-of-sight normal subsystem described in S1, a preset performance constraint is introduced on the impact angle deviation, and the constrained impact angle deviation is mapped to an equivalent unconstrained state to construct an equivalent dynamic model of unconstrained error. Specifically, in this embodiment, for the line-of-sight normal subsystem in step 1, a preset performance constraint is introduced for the impact angle deviation, and an equivalent unconstrained processing is performed through an error transformation method, and a second-order equivalent unconstrained error dynamic equation is constructed, which specifically includes the following steps: Step 5.1: Using the same finite-time preset performance function as in Step 21, a preset performance constraint is introduced for the impact angle deviation. The constraint relationship is defined as follows:
[0053] in, and for ( These represent the overshoot suppression parameters (in the vertical and azimuth directions of the line of sight, respectively), which are used to adjust the lower and upper bounds of the preset performance envelope. A performance function is preset for a finite time, and its form is consistent with the design of the line of sight direction.
[0054] Step 5.2: Using the error transformation method, the constrained impact angle deviation is mapped to an equivalent unconstrained state.
[0055] make And introduce an error transformation function that is the same as the line of sight direction. Then the transformed unconstrained error state is
[0056] Step 5.3: Construct an equivalent dynamic model with unconstrained error. Define auxiliary variables: The equivalent unconstrained impact angle deviation after conversion; The corresponding rate of change of the equivalent unconstrained impact angle deviation can then be used to obtain the equivalent dynamic model of the unconstrained error.
[0057] in , where is the time-varying coefficient term of the equivalent dynamic model. Defined as , which are known coupling terms in the equivalent dynamic model; To ensure the effectiveness of error conversion, this invention requires that the initial impact angle deviation be within a preset performance envelope range, i.e. , .
[0058] Then, step six is executed. In step six, based on the equivalent dynamic model of unconstrained error in S5, a fixed-time disturbance observer is used to observe and estimate the target acceleration. Specifically, in this embodiment, for the target acceleration compensation part of the guidance law in step 5, a fixed-time interference observer is used to observe and estimate the target acceleration.
[0059] make ,but The dynamics can be expressed as
[0060] in The form of constructing a fixed-time disturbance observer is as follows:
[0061] in , , They are respectively , and The estimated value. Gain , , , ( () is a positive constant. It is a positive constant. The proposed observer is able to... To achieve accurate estimation, its estimation error satisfy .
[0062] Finally, step seven is executed. In step seven, based on the equivalent dynamic model of unconstrained error in S5, the guidance law is calculated using a preset time-converging sliding mode surface to obtain the impact angle-constrained guidance method. Specifically, In this embodiment, step 7, based on the guidance law in step 5, designs an impact angle constraint guidance method according to a preset time convergence sliding surface, specifically including the following steps: Step 7.1: Construct a linear sliding surface with preset time convergence characteristics, the expression of which is:
[0063] in , , and These are positive constants used for adjustment. and The convergence speed.
[0064] Step 7.2: Construct the guidance law for the line-of-sight normal, in the following form:
[0065] in For feedforward compensation term, For observer compensation terms, For the preset time convergence term, they are defined as follows:
[0066]
[0067]
[0068] in .parameter Choose one that is large enough to satisfy .constant and For controller gain, for The preset convergence time.
[0069] Step 8: Update the status of all aircraft and targets, if the relative distance... Less than the effective kill radius If the relative distance is [missing information], it is considered a hit, and the calculation of the deviation for the next moment is stopped; if the relative distance [missing information], it is considered a hit. Greater than or equal to the effective kill radius Then continue calculating the deviation at the next time step. Figure 2 This diagram illustrates the process of simultaneous hit and impact angle-constrained coordinated interception of a dynamic target by multiple aircraft using the guidance method for multi-aircraft coordinated interception of a dynamic target as described in this invention.
[0070] Specific implementation method two, such as Figure 3 As shown in this embodiment, a guidance device for multi-vehicle cooperative interception of dynamic targets is implemented based on the multi-vehicle cooperative guidance method of the present invention. The device includes: The system modeling module is used to construct the impact time deviation and impact angle deviation states based on the three-dimensional relative kinematic relationship, convert the three-dimensional relative kinematic equations into error system state equations, and divide them into two subsystems: the line-of-sight direction and the line-of-sight normal. The time constraint module is used to introduce a preset performance constraint on the impact time deviation based on the line-of-sight direction subsystem, and to obtain an equivalent unconstrained impact time deviation through an error conversion method. A line-of-sight target acceleration estimation module; used to estimate the target acceleration using a fixed-time interference observer based on the impact time deviation of the equivalent unconstrained error; The cooperative guidance law module is used to construct a cooperative guidance law in the line-of-sight direction based on the impact time deviation of the equivalent unconstrained error, using an integral sliding mode surface with preset time convergence characteristics, to obtain a cooperative guidance method for consistent impact time of multiple aircraft. Impact angle constraint module; used to introduce preset performance constraints on the impact angle deviation based on the line-of-sight normal subsystem, and map the constrained impact angle deviation to an equivalent unconstrained state, so as to construct an equivalent dynamic model without constraint error; Line-of-sight normal target acceleration estimation module; used to estimate the target acceleration using a fixed-time disturbance observer based on the equivalent dynamic model with the unconstrained error; The line-of-sight normal guidance law module is used to calculate the guidance law based on the equivalent dynamic model with unconstrained error, and obtain the impact angle constrained guidance method by using a preset time-converging sliding surface.
[0071] Specific implementation method three: This implementation method is a simulation experiment, and the specific implementation process is as follows: Simulation is conducted using MATLAB 2022b. Consider a simulation scenario where four aircraft cooperate to intercept a dynamic target, with the communication topology as follows: Figure 4 As shown. The simulation time is set to 30 s, with a step size of 0.01 s. The aircraft acceleration limit is set to 30. ,in The standard gravitational acceleration is given. Table 1 shows the initial position and desired line-of-sight angle of each aircraft in the embodiments. The initial position and velocity of the target in the inertial coordinate system are as follows: m and Its acceleration in the inertial frame is m / s. Table 1 Initial positions and desired line-of-sight angles of each aircraft in the embodiments.
[0072]
[0073] in Let be the acceleration of the target in the inertial frame.
[0074] The preset convergence times for the line of sight and the line of sight normal are respectively s, s, the preset steady-state accuracy is set to respectively , , .
[0075] Figure 5 This indicates that the four aircraft simultaneously intercepted the dynamic target from all directions, verifying that the algorithm proposed in this invention has good performance in multi-aircraft cooperative interception of dynamic targets. Figure 6-8 The simulation results comparing the convergence of impact time deviation and impact angle deviation under different cooperative guidance laws are presented in Tables 2 and 3, respectively, showing the convergence time of the deviations and the comparison of the average terminal error under different cooperative guidance laws. Method 1 is the cooperative guidance law with preset time performance constraints proposed in this invention; Method 2 is the cooperative guidance law without preset performance constraints proposed in this invention; Method 3 is an adaptive distributed cooperative guidance law based on fixed-time non-singular terminal sliding mode; and Method 4 is a cooperative guidance law combining finite-time consistency, preset performance, and a fixed-time interference observer. Figure 6 As shown in Tables 2 and 3, Method 1 exhibits faster convergence speed and smoother changes in impact time deviation, with the deviation consistently remaining within the preset performance boundaries. Figure 7-8 As shown in Tables 2 and 3, in terms of impact angle deviation convergence, Method 1 exhibits a faster convergence speed compared to Methods 2 and 3, and only Method 1 consistently maintains its deviation within the preset performance boundary. These analytical results fully demonstrate that the algorithm proposed in this invention exhibits superior technical advantages in both deviation convergence rate and steady-state control accuracy—two core performance dimensions—and demonstrates better overall control performance compared to similar schemes.
[0076] Table 2. Convergence time (s) of different cooperative guidance laws
[0077] Table 3 Comparison of average terminal error for different coordinated guidance laws
[0078] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.
Claims
1. This invention proposes a guidance method for multi-vehicle cooperative interception of dynamic targets, characterized in that, The guidance method for multi-vehicle cooperative interception of dynamic targets includes: a cooperative guidance method based on the consistency of impact time among multiple vehicles and an impact angle constraint guidance method; the steps of the guidance method for multi-vehicle cooperative interception of dynamic targets are as follows: S1. Construct the impact time deviation and impact angle deviation states based on the three-dimensional relative kinematic relationship, convert the three-dimensional relative kinematic equations into error system state equations, and divide them into two subsystems: line of sight direction and line of sight normal. S2. Based on the line-of-sight direction subsystem described in S1, a preset performance constraint is introduced on the impact time deviation, and the impact time deviation with equivalent unconstrained error is obtained through the error transformation method. S3. Based on the impact time deviation of the equivalent unconstrained error described in S2, a fixed-time disturbance observer is used to observe and estimate the target acceleration; S4. Based on the impact time deviation of the equivalent unconstrained error described in S2, an integral sliding mode surface with preset time convergence characteristics is used to construct a cooperative guidance law in the line-of-sight direction, thereby obtaining a cooperative guidance method for consistency of impact time of multiple aircraft. S5. Based on the line-of-sight normal subsystem described in S1, a preset performance constraint is introduced on the impact angle deviation, and the constrained impact angle deviation is mapped to an equivalent unconstrained state to construct an equivalent dynamic model of unconstrained error. S6. Based on the equivalent dynamic model of unconstrained error in S5, a fixed-time disturbance observer is used to estimate the acceleration in the line-of-sight direction of the target. S7. Based on the equivalent dynamic model of unconstrained error in S5, the guidance law is calculated using a preset time-converging sliding surface to obtain the impact angle constrained guidance method.
2. The guidance method for multi-vehicle cooperative interception of dynamic targets according to claim 1, characterized in that, The process of S1 includes: S11. In the line-of-sight coordinate system, the first... The three-dimensional relative kinematic equations between the aircraft and the target are: in, and These represent the relative distance and radial relative velocity between the aircraft and the target, respectively. and These represent the elevation angle of the line of sight and its rate of change, respectively. and These represent the azimuth angle of the line of sight and its rate of change, respectively. , and These represent the acceleration components of the aircraft in the radial, elevation, and azimuth directions of the line-of-sight coordinate system, respectively. , and These represent the acceleration components of the target in the corresponding directions; S12. Convert the three-dimensional relative kinematic equations into error system state equations; the error system state equations include two subsystems: the line-of-sight direction and the line-of-sight normal. The state equation of the error system is: , Among them, the impact time deviation is Line of sight deviation With line-of-sight angular velocity Describe the terminal impact angle constraint, where and The desired line-of-sight angle in the line-of-sight coordinate system; For the first The altitude and vertical line-of-sight angular velocity of the aircraft This refers to the angular velocity of the line of sight in the azimuth direction. , for the first The line-of-sight normal acceleration vector of an aircraft, components Represents the normal acceleration along the line of sight in the vertical direction: Components This indicates the acceleration in the direction of the line of sight normal. , is the line-of-sight normal acceleration vector of the target, with components The components of the normal acceleration of the line of sight in the vertical direction of the target are... The acceleration is the normal velocity of the target's orientation towards the line of sight. The known terms are the relative motion along the line of sight. The acceleration coupling coefficient is the one along the line of sight. Let be the known vector of relative motion along the line of sight normal. This is the acceleration coupling matrix along the line-of-sight normal.
3. The guidance method for multi-vehicle cooperative interception of dynamic targets according to claim 1, characterized in that, The process in S2 includes: S21. Construct a time-varying performance envelope using a finite-time preset performance function: in, and Impact time deviation The overshoot suppression parameter; Pre-set performance functions for finite time; S22. The error transformation method maps the constrained impact time deviation into an equivalent unconstrained error expression: ， in, This represents the equivalent unconstrained impact time deviation after conversion. Error transformation function The inverse function; .
4. The guidance method for multi-vehicle cooperative interception of dynamic targets according to claim 1, characterized in that, The method for estimating target acceleration using a fixed-time disturbance observer, as described in S3, is as follows: in, , and Relative distances ,interference and its derivative The estimate, It is a positive number.
5. The guidance method for multi-vehicle cooperative interception of dynamic targets according to claim 1, characterized in that, The S4 process includes: S41. Construct an integral sliding surface with preset time convergence characteristics: in express initial value, It is a distributed, pre-defined time consistency protocol; S42. Constructing a cooperative guidance law for the line-of-sight direction: in, For controller gain, For integral sliding surface The preset convergence time; To estimate the upper bound of the error, Large enough and satisfying .
6. The guidance method for multi-vehicle cooperative interception of dynamic targets according to claim 1, characterized in that, The S5 process includes: S51. The preset performance constraint on the impact angle deviation is introduced using the finite-time preset performance function described in S2: in, and for The overshoot suppression parameter, These respectively represent the vertical and directional aspects of the line of sight. Pre-set performance functions for finite time; S52. The unconstrained error state after impact angle deviation transformation is obtained using the error transformation method: ， , To introduce an error transformation function that is the same as the line of sight, Preset performance function corresponding to impact angle deviation ; S53. Construct the equivalent dynamic model without constraint error as follows: in, For the time-varying coefficients of the equivalent dynamic model; These are known coupling terms in the equivalent dynamic model; , is an auxiliary variable, corresponding to the equivalent unconstrained impact angle deviation after transformation; , as an auxiliary variable, corresponds to the rate of change of the equivalent unconstrained impact angle deviation. .
7. The guidance method for multi-vehicle cooperative interception of dynamic targets according to claim 1, characterized in that, The fixed-time interference observer described in S6 is: in, , , They are respectively , and The estimated value, Gain , , , ( () is a positive constant. It is a positive constant; the observer pair estimation error satisfy .
8. The guidance method for multi-vehicle cooperative interception of dynamic targets according to claim 1, characterized in that, The process for S7 is as follows: S71. Construct a preset time-converging sliding surface: in, , , and These are positive constants used for adjustment. and The convergence speed; S72. Calculate the guidance law for the line-of-sight normal: in For feedforward compensation term, For observer compensation terms, This is the preset time convergence term.
9. The guidance method for multi-vehicle cooperative interception of dynamic targets according to claim 1, characterized in that, Also includes: S8. Update the status of all aircraft and targets, if the relative distance... Less than the effective kill radius If the relative distance is [missing information], it is considered a hit, and the calculation of the deviation for the next moment is stopped; if the relative distance [missing information], it is considered a hit. Greater than or equal to the effective kill radius Then continue calculating the deviation at the next time step.
10. A guidance device for multi-vehicle cooperative interception of dynamic targets, characterized in that, The device is implemented based on any one of the guidance methods for multi-vehicle cooperative interception of dynamic targets according to the present invention, and the device includes: The system modeling module is used to construct the impact time deviation and impact angle deviation states based on the three-dimensional relative kinematic relationship, convert the three-dimensional relative kinematic equations into error system state equations, and divide them into two subsystems: the line-of-sight direction and the line-of-sight normal. The time constraint module is used to introduce a preset performance constraint on the impact time deviation based on the line-of-sight direction subsystem, and to obtain an equivalent unconstrained impact time deviation through an error conversion method. A line-of-sight target acceleration estimation module; used to estimate the target acceleration using a fixed-time interference observer based on the impact time deviation of the equivalent unconstrained error; The cooperative guidance law module is used to construct a cooperative guidance law in the line-of-sight direction based on the impact time deviation of the equivalent unconstrained error, using an integral sliding mode surface with preset time convergence characteristics, to obtain a cooperative guidance method for consistent impact time of multiple aircraft. Impact angle constraint module; used to introduce preset performance constraints on the impact angle deviation based on the line-of-sight normal subsystem, and map the constrained impact angle deviation to an equivalent unconstrained state, so as to construct an equivalent dynamic model without constraint error; A line-of-sight normal target acceleration estimation module; used to estimate the target's line-of-sight acceleration based on the equivalent dynamic model with unconstrained error, using a fixed-time disturbance observer; The line-of-sight normal guidance law module is used to calculate the guidance law based on the equivalent dynamic model with unconstrained error, and obtain the impact angle constrained guidance method by using a preset time-converging sliding surface.