Method for scheduling flight missions based on a drone platform

Abstract

The application discloses a flight task scheduling method based on a UAV platform and relates to the technical field of UAV formation, which is used to solve the problem that the aerodynamic disturbance caused by the attitude mutation of a front aircraft in a compact formation is large in cascade transmission along the formation chain, the rear aircraft cannot perceive and inhibit in advance, and the formation stability is reduced. The attitude angular rate of the front aircraft and the front aircraft control instruction quantity are collected and fused to generate passive disturbance precursor intensity. The actual measurement value of the formation aircraft spacing is collected to construct an aerodynamic coupling attenuation feature and fuse with the passive disturbance precursor intensity to generate disturbance arrival prediction intensity. According to the disturbance arrival prediction intensity, the proportion of the rear aircraft attitude reference quantity is scaled to generate a pre-adjustment attitude reference quantity. The pre-adjustment following distance is synchronously generated to drive the rear aircraft pre-bias. The rear aircraft attitude response deviation is collected to calculate a pre-adjustment sufficiency evaluation quantity to correct the pre-adjustment reference, so that the disturbance is pre-absorbed by the rear aircraft before the cascade transmission is large, and the stable execution capability of the compact formation flight task is improved.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle (UAV) formation technology, and more specifically, to a flight mission scheduling method based on an UAV platform. Background Technology

[0002] Tight formation flying of unmanned aerial vehicles (UAVs) is an important working mode for multi-UAV collaborative execution of tasks such as radar detection and tracking and SAR (synthetic aperture radar) imaging. By forming a distributed radar aperture or heterogeneous sensing network through multi-UAV collaboration, the formation can overcome the physical limitations of a single platform and achieve complex tasks such as high-precision target positioning, wide-area continuous surveillance, and high-resolution imaging. In tight formation flying, each UAV must maintain its relative position in strict spatial configurations such as along the heading baseline, tangent to the heading baseline, or in a three-dimensional formation. The lead UAV guides the following UAVs to maneuver along a predetermined formation track to ensure the accuracy requirements of radar echo coherent accumulation and spatial geometric registration. As mission scenarios develop towards high-dynamic confrontation and multi-source interference, the sources of disturbance faced by the formation are becoming increasingly diverse, including atmospheric turbulence, navigation deviation, communication delay, and sudden threats. This places far more stringent requirements on the timeliness and stability of the formation flight control system than on conventional flight.

[0003] The existing technology has the following shortcomings: Currently, existing technologies rely on the follower law to passively respond after a disturbance has propagated to the aircraft behind it. This can easily cause the aircraft behind it to have a large attitude overshoot at the moment the disturbance arrives. It is impossible to implement synchronous pre-biasing before the disturbance is amplified along the formation chain. This results in insufficient anti-disturbance capability when performing flight missions in tight formation and difficulty in accurately maintaining the distance between multiple aircraft. As a result, the radar coherent accumulation conditions are destroyed and the spatial geometric registration accuracy is degraded, which seriously affects the cooperative detection and imaging performance. Therefore, a flight mission scheduling method based on the UAV platform is proposed.

[0004] The information disclosed in the background section is only intended to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] To overcome the aforementioned deficiencies of the prior art, embodiments of the present invention provide a flight mission scheduling method based on an unmanned aerial vehicle (UAV) platform. This method addresses the problems mentioned in the background art by employing passive disturbance precursor identification, aerodynamic coupling attenuation calculation and predicted intensity fusion, dynamic planning of pre-adjusted attitude reference quantity and synchronous execution of pre-bias, and cross-cycle pre-adjustment sufficiency closed-loop correction.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a flight mission scheduling method based on an unmanned aerial vehicle (UAV) platform, comprising the following steps: Step S1: Collect the attitude angular rate of the preceding aircraft, read the control command quantity of the preceding aircraft, combine the attitude angular rate of the preceding aircraft and the control command quantity of the preceding aircraft to generate the passive disturbance precursor intensity, and determine whether to enter the disturbance warning state based on the passive disturbance precursor intensity. Step S2: After entering the disturbance warning state, collect the measured value of the formation aircraft spacing, analyze the aerodynamic coupling attenuation characteristics based on the measured value of the formation aircraft spacing, fuse the aerodynamic coupling attenuation characteristics with the passive disturbance precursor intensity to generate the disturbance arrival prediction intensity, and determine whether to trigger the follow-up pre-adjustment mechanism based on the disturbance arrival prediction intensity. Step S3: After triggering the follow-up pre-adjustment mechanism, read the attitude reference value of the follower, perform dynamic programming on the attitude reference value of the follower according to the predicted intensity of the disturbance and generate the pre-adjustment attitude reference value, generate the pre-adjustment follow distance synchronously using the predicted intensity of the disturbance, and drive the follower to perform pre-bias based on the pre-adjustment attitude reference value and the pre-adjustment follow distance. Step S4: Collect the rear aircraft attitude response deviation, analyze the pre-adjustment adequacy assessment quantity based on the rear aircraft attitude response deviation, correct the pre-adjustment scale according to the pre-adjustment adequacy assessment quantity, and generate the next pre-adjustment benchmark.

[0007] In a preferred embodiment, in step S1, the attitude angular rate of the front machine is acquired by an inertial measurement unit installed on the front machine body; Read the control commands from the preceding aircraft via the preceding aircraft's flight control command link; The attitude angular rate of the preceding aircraft and the control command quantity of the preceding aircraft are respectively subjected to interval standardization processing to obtain the standardized results of the attitude angular rate of the preceding aircraft and the standardized results of the control command quantity of the preceding aircraft. The intensity of passive disturbance precursors was calculated by combining the standardized results of the attitude angular rate of the preceding aircraft and the standardized results of the control commands of the preceding aircraft using the geometric mean method. Compare the intensity of passive disturbance precursors with the disturbance warning entry boundary: When the intensity of the passive disturbance precursor is greater than or equal to the disturbance warning entry boundary, the following aircraft enters the disturbance warning state. Conversely, it will not enter a disturbance warning state.

[0008] In a preferred embodiment, in step S2, after entering the disturbance warning state, the measured value of the formation distance is collected. The real-time distance data between the rear aircraft and the front aircraft is collected by the ranging module installed on the rear aircraft body and used as the measured value of the formation distance. The measured distance between aircraft in formation is standardized within the designed distance range to obtain the standardized result of the measured distance between aircraft in formation. Calculation of aerodynamic coupling attenuation characteristics based on standardized results of measured inter-aircraft spacing: ,in, It exhibits aerodynamic coupling attenuation characteristics. This is a standardized result of the measured distance between aircraft in formation.

[0009] In a preferred embodiment, in step S2, the aerodynamic coupling attenuation characteristics and the precursor intensity of passive disturbance are fused using the geometric average method to generate the disturbance reaching the predicted intensity. Compare the predicted intensity of the disturbance with the follow-up pre-adjustment trigger boundary: When the disturbance reaches a predicted intensity greater than or equal to the follow-up pre-adjustment trigger boundary, the follow-up pre-adjustment mechanism is triggered. When the disturbance reaches a predicted intensity less than the follow-up pre-adjustment trigger boundary, the follower exits the disturbance warning state.

[0010] In a preferred embodiment, in step S3, the rear attitude reference value is read from the output terminal of the original follower law of the rear machine. The rear attitude reference value refers to the target attitude angle of the current cycle output by the follower law of the rear machine. Pre-adjustment attitude reference value refers to adjusting the target attitude angle of the rear aircraft's attitude control loop from its original value before a disturbance reaches the rear aircraft. Shrinking towards zero ; The attitude reference value of the rear aircraft is scaled proportionally based on the predicted intensity of the disturbance arrival: ,in, For the rear aircraft attitude reference value, For the disturbance to reach the predicted strength, This is a reference value for pre-adjusted attitude.

[0011] In a preferred embodiment, in step S3, a pre-adjusted following distance is generated using the predicted intensity of the disturbance: ,in, The nominal following distance (m) is pre-set in the formation configuration parameter table before the formation performs the mission and is taken from the formation design parameters; Pre-adjustment following distance (m); The disturbance has reached the predicted strength; Pre-adjusted following distance refers to the measured distance between the following aircraft and the target formation aircraft before the disturbance reaches the following aircraft; The rear aircraft attitude control loop adjusts the attitude target based on the pre-adjusted attitude reference value, and the rear aircraft position control loop adjusts the position target based on the pre-adjusted following distance.

[0012] In a preferred embodiment, in step S4, after the actual attitude of the rear aircraft is acquired by the rear aircraft inertial measurement unit, the difference is made with the pre-adjusted attitude reference value, and the maximum value of the absolute value of the attitude deviation within the pre-adjustment time window is taken as the attitude response deviation of the rear aircraft. The pre-adjustment adequacy assessment value is calculated by combining the rear attitude response deviation with the pre-adjustment attitude reference value.

[0013] In a preferred embodiment, in step S4, when the pre-adjustment adequacy assessment value exceeds a preset deviation threshold, the arithmetic mean is used as a comprehensive algorithm to generate the next pre-adjustment benchmark. The next pre-adjustment reference is calculated based on the rear attitude response deviation and the pre-adjustment attitude reference value.

[0014] The technical effects and advantages of this invention are as follows: This invention achieves early disturbance perception by fusing the attitude angular rate of the preceding aircraft with the control command quantity of the preceding aircraft to generate the intensity of the precursor of passive disturbance. It quantifies the aerodynamic coupling attenuation characteristics and fuses the intensity of the precursor of passive disturbance to generate the disturbance reaching the predicted intensity and realizes the propagation path conversion. It drives the pre-adjustment of the following aircraft by dynamically planning the pre-adjustment attitude reference quantity through proportional scaling and synchronously generating the pre-adjustment following distance. It corrects the reference for the next pre-adjustment across cycles by the pre-adjustment adequacy evaluation quantity, so that the disturbance is pre-accepted and absorbed by the following aircraft before cascading propagation and amplification, thereby improving the attitude stability and multi-aircraft spacing maintenance accuracy of tight formation flight missions. Attached Figure Description

[0015] Figure 1 This is a flowchart illustrating the implementation of the flight mission scheduling method based on an unmanned aerial vehicle (UAV) platform according to the present invention.

[0016] Figure 2 This is a schematic diagram illustrating the steps of the flight mission scheduling method based on an unmanned aerial vehicle (UAV) platform according to the present invention. Detailed Implementation

[0017] 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.

[0018] This invention constructs a predictive link for identifying passive disturbance precursors and calculating aerodynamic coupling attenuation, combined with a pre-adjustment attitude reference quantity and a synchronous pre-biasing of the following distance, as well as a cross-cycle closed-loop correction mechanism. This enables the following aircraft to complete the pre-adjustment of attitude and spacing before the aerodynamic disturbance arrives, thereby suppressing the cascading amplification effect of disturbances in tight formations from the root and supporting the stable execution of multi-aircraft formation flight missions.

[0019] Example 1: Please refer to Figures 1 to 2 The specific operation process of the flight mission scheduling method based on the UAV platform is as follows: Step S1: Collect the attitude angular rate of the preceding aircraft, read the control command quantity of the preceding aircraft, combine the attitude angular rate of the preceding aircraft and the control command quantity of the preceding aircraft to generate the passive disturbance precursor intensity, and determine whether to enter the disturbance warning state based on the passive disturbance precursor intensity. Step S2: After entering the disturbance warning state, collect the measured value of the formation aircraft spacing, analyze the aerodynamic coupling attenuation characteristics based on the measured value of the formation aircraft spacing, fuse the aerodynamic coupling attenuation characteristics with the passive disturbance precursor intensity to generate the disturbance arrival prediction intensity, and determine whether to trigger the follow-up pre-adjustment mechanism based on the disturbance arrival prediction intensity. Step S3: After triggering the follow-up pre-adjustment mechanism, read the attitude reference value of the follower, perform dynamic programming on the attitude reference value of the follower according to the predicted intensity of the disturbance and generate the pre-adjustment attitude reference value, generate the pre-adjustment follow distance synchronously using the predicted intensity of the disturbance, and drive the follower to perform pre-bias based on the pre-adjustment attitude reference value and the pre-adjustment follow distance. Step S4: Collect the rear aircraft attitude response deviation, analyze the pre-adjustment adequacy assessment quantity based on the rear aircraft attitude response deviation, correct the pre-adjustment scale according to the pre-adjustment adequacy assessment quantity, and generate the next pre-adjustment benchmark.

[0020] The specific implementation is as follows: In step S1, the attitude angular rate of the preceding aircraft and the control command quantity of the preceding aircraft are collected. The attitude angular rate of the preceding aircraft is collected by an inertial measurement unit installed on the airframe of the preceding aircraft; the control command quantity of the preceding aircraft is read through the flight control control command link of the preceding aircraft.

[0021] The preceding aircraft control command quantity is the normalized control command amplitude issued by the preceding aircraft flight control to its attitude actuator, reflecting whether the preceding aircraft is currently in an active maneuver state.

[0022] The attitude angular rate of the preceding aircraft and the control command quantity of the preceding aircraft are respectively subjected to interval standardization: ,in, This refers to the real-time value of the forward aircraft's attitude angular rate or forward aircraft control command within the current sliding window. , These represent the minimum and maximum values ​​of corresponding quantities within the same window. For standardized results, the value falls within... Interval.

[0023] Calculate the intensity of passive disturbance precursors using the geometric mean method: ,in, This represents the intensity of a passive disturbance precursor. The normalized result of the forward aircraft's attitude angular rate. The result of standardizing the control commands for the preceding aircraft. Take the inverse value of the control command for the front machine.

[0024] The greater the attitude angular rate of the foreground aircraft and the smaller the control command quantity of the foreground aircraft, the greater the intensity of the passive disturbance precursor, indicating that the current attitude change of the foreground aircraft is more likely to be driven by external disturbance rather than by active control.

[0025] Compare the intensity of passive disturbance precursors with the disturbance warning entry boundary: When the intensity of the passive disturbance precursor is greater than or equal to the disturbance warning entry boundary, the subsequent machine enters the disturbance warning state, and the intensity of the passive disturbance precursor is used as the subsequent fusion input and passed into step S2. When the intensity of the passive disturbance precursor is less than the disturbance warning entry boundary, the follower maintains the original follower law output unchanged, and the processing of this cycle ends.

[0026] The method for determining the disturbance warning entry boundary is as follows: Before the formation performs the mission, apply gust pulse disturbance samples to the leading aircraft, statistically analyze the intensity distribution of the passive disturbance precursors corresponding to the samples, and take the lower quartile of the distribution as the disturbance warning entry boundary, so that a mild gust sample can trigger the warning, but the normal maneuver sample of the leading aircraft will not be falsely triggered.

[0027] The disturbance warning state is a standby adjustment state that the following aircraft enters after the early signs of an external disturbance are identified in the early stage of a sudden change in the attitude of the preceding aircraft. It is used to activate the follow-up pre-adjustment mechanism before the disturbance has been propagated through the aerodynamic wake and the follow-up law.

[0028] In step S2, after entering the disturbance warning state, the measured value of the distance between the formation aircraft is collected. Based on the analysis of the aerodynamic coupling attenuation characteristics, the real-time distance data between the rear aircraft and the front aircraft is collected by the ranging module installed on the rear aircraft body, which is used as the measured value of the distance between the formation aircraft, with the dimension in meters.

[0029] Aerodynamic coupling attenuation characteristics are a quantitative representation of the degree of attenuation of a disturbance as it propagates from the leading aircraft to the trailing aircraft via the aerodynamic wake. This reflects the effect of the measured distance between the aircraft in the formation on the intensity of the disturbance when it reaches the trailing aircraft.

[0030] The measured distance between aircraft in formation is standardized within the designed formation distance range to obtain the standardized result of the measured distance between aircraft in formation, denoted as . , is a dimensionless quantity.

[0031] Constructing aerodynamic coupling attenuation characteristics using the inverse attenuation form: ,in, It exhibits aerodynamic coupling attenuation characteristics. This represents the standardized result of the measured inter-aircraft spacing. The larger the standardized result of the measured inter-aircraft spacing, the smaller the aerodynamic coupling attenuation characteristic, reflecting that the disturbance is attenuated more when it propagates to the following aircraft after a longer measured inter-aircraft spacing.

[0032] The geometric mean method is used to fuse the aerodynamic coupling attenuation characteristics with the precursor intensity of passive disturbances to generate a disturbance reaching the predicted intensity: ,in, For the disturbance to reach the predicted strength, The intensity of the passive disturbance precursor from step S1, This refers to the aerodynamic coupling attenuation characteristics. The greater the intensity of the passive disturbance precursor and the greater the aerodynamic coupling attenuation characteristics (corresponding to the smaller the measured value of the formation spacing), the greater the predicted intensity of the disturbance, reflecting the higher probability that the disturbance will still maintain a significant intensity when it reaches the following aircraft.

[0033] Compare the predicted intensity of the disturbance with the follow-up pre-adjustment trigger boundary: When the disturbance reaches the predicted strength greater than or equal to the follow-up pre-adjustment trigger boundary, the follow-up pre-adjustment mechanism is triggered, and the disturbance reaching the predicted strength is used as the driving quantity and passed into step S3. When the disturbance reaches a predicted intensity less than the follow-up pre-adjustment trigger boundary, the follower exits the disturbance warning state, and the processing of this cycle ends.

[0034] The method for determining the follow-up pre-adjustment trigger boundary is as follows: using the same set of gust pulse disturbance samples used when determining the disturbance warning entry boundary, statistically analyze the disturbance reaching the predicted intensity distribution corresponding to the processed samples, and take the lower quartile of the distribution as the follow-up pre-adjustment trigger boundary.

[0035] The follow-up pre-adjustment mechanism refers to a processing mechanism that synchronously pre-biases the attitude reference quantity and the follow-up distance of the follower aircraft before the disturbance reaches the follower aircraft. By fusing the above-mentioned aerodynamic coupling attenuation characteristics with the intensity of the precursor of the passive disturbance, the predicted intensity of the disturbance arrival is obtained, providing a quantitative driving force for the pre-biasing amplitude of subsequent steps.

[0036] In step S3, after triggering the follower pre-adjustment mechanism, the follower attitude reference value is read. Based on the predicted intensity of the disturbance, dynamic programming is performed on the follower attitude reference value to generate a pre-adjusted attitude reference value. The follower attitude reference value is read from the output of the original follower law. The follower attitude reference value refers to the target attitude angle of the current cycle output by the follower law, which serves as the tracking reference for the follower attitude control loop.

[0037] Pre-adjustment attitude reference value refers to adjusting the target attitude angle of the rear aircraft's attitude control loop from its original value before a disturbance reaches the rear aircraft. Shrinking towards zero This allows the rear aircraft to be in a lower attitude level in advance; when the disturbance arrives, it is superimposed on the already contracted base, and the peak response is lower than the level when it is directly pushed up from θ, thereby reducing the overshoot amplitude.

[0038] The attitude reference value of the rear aircraft is scaled proportionally based on the predicted intensity of the disturbance arrival: ;in, This is the rear aircraft attitude reference value (rad). For the disturbance to reach the predicted strength, This is the pre-adjusted attitude reference value (rad).

[0039] The greater the predicted intensity of the disturbance, the greater the reduction of the pre-adjusted attitude reference value relative to the rear attitude reference value.

[0040] Pre-adjusted following distance refers to the measured distance between aircraft in the target formation after the following aircraft temporarily separates from the preceding aircraft before the disturbance reaches the following aircraft; Generate a pre-adjusted following distance by utilizing the predicted intensity of the disturbance: ,in, The nominal following distance (m) is pre-set in the formation configuration parameter table before the formation performs a mission. It is taken from the formation design parameters rather than an adjustable threshold. Pre-adjustment following distance (m); The predicted intensity of the disturbance is determined by the magnitude of the disturbance arrival. The greater the predicted intensity of the disturbance, the greater the difference between the pre-adjusted following distance and the nominal following distance.

[0041] The rear aircraft attitude control loop adjusts the attitude target based on the pre-adjusted attitude reference value, and the rear aircraft position control loop adjusts the position target based on the pre-adjusted following distance. The two synchronously drive the rear aircraft to complete the pre-offset of the attitude and the measured distance between the aircraft in the formation before the disturbance arrives.

[0042] In step S4, the rear attitude response deviation is collected. After the actual attitude of the rear aircraft is collected by the rear inertial measurement unit, the difference is calculated with the pre-adjusted attitude reference value. The maximum value of the absolute value of the attitude deviation within the pre-adjustment time window is taken as the rear attitude response deviation, with the dimension being rad.

[0043] The pre-adjustment adequacy assessment metric is a quantitative representation of the effectiveness of the pre-adjustment action in suppressing disturbances, reflecting the degree of closeness between the actual attitude response of the aircraft and the pre-adjusted attitude target. Its calculation formula is: ,in, To pre-adjust adequacy assessment quantity, For the attitude response deviation of the rear aircraft, For pre-adjustment of attitude reference values, It is a very small positive number that is much smaller than the typical value of the pre-adjusted attitude reference value, in order to avoid the calculation anomaly of the denominator being zero when the pre-adjusted attitude reference value is zero.

[0044] The smaller the pre-adjustment adequacy assessment value, the closer the actual attitude of the rear aircraft is to the pre-adjustment attitude target, and the more adequate the pre-adjustment is; the larger the pre-adjustment adequacy assessment value, the farther the actual attitude of the rear aircraft deviates from the pre-adjustment attitude target, and the less adequate the pre-adjustment is.

[0045] When the pre-adjustment adequacy assessment exceeds a preset deviation threshold, a pre-adjustment correction mechanism is initiated. In this mechanism, an arithmetic mean is used as the comprehensive algorithm to generate the benchmark for the next pre-adjustment. ,in, This serves as the reference for the next pre-adjustment (rad).

[0046] The next pre-adjustment reference will be numerically balanced towards the midpoint between the rear aircraft attitude response deviation and the pre-adjustment attitude reference value. That is, when the current pre-adjustment is insufficient and the rear aircraft attitude response deviation is large, the next pre-adjustment reference value will be shifted towards the actual response direction, so that the pre-bias value will be automatically amplified when the pre-adjustment mechanism is started in the next cycle; when the current pre-adjustment is excessive and the rear aircraft attitude response deviation is very small, the next pre-adjustment reference value will be moved closer to the pre-adjustment attitude reference value, so that the pre-bias value will be automatically tightened in the next cycle.

[0047] The preset deviation threshold is the critical quantity for judging whether the effect of this pre-adjustment is acceptable. The upper quartile of the distribution of the pre-adjustment adequacy assessment quantity corresponding to the historical disturbance sample can be taken as the deviation threshold so that slight deviations do not trigger correction.

[0048] The next pre-adjustment reference is used as the starting point for the pre-adjustment attitude reference in step S3 of the next cycle. In the next cycle, it replaces the rear attitude reference used in the current cycle and participates in the generation of the pre-adjustment attitude reference, thus forming a cross-cycle closed-loop correction.

[0049] Through the above steps, the attitude change disturbance of the leading aircraft in a compact formation is suppressed through precursor identification, attenuation calculation, pre-bias execution, and closed-loop correction link. The disturbance is preemptively absorbed by the following aircraft before it propagates and amplifies along the formation chain, thus supporting the stable execution of the compact formation flight mission.

[0050] Finally, it should be noted that in this paper, relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations.

[0051] Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0052] In this document, the singular forms “a,” “an,” and “the” may also include the plural forms unless the context clearly indicates otherwise. It should also be understood that terms such as “comprising / including” or “having” specify the presence of the stated features, integrals, steps, operations, components, parts, or combinations thereof, but do not preclude the possibility of the presence or addition of one or more other features, integrals, steps, operations, components, parts, or combinations thereof. Meanwhile, the term “and / or” as used in this specification includes any and all combinations of the associated listed items.

[0053] The various embodiments in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The various embodiments can be combined as needed, and the same or similar parts can be referred to each other.

[0054] The above description of the disclosed embodiments will enable those skilled in the art to make or use various modifications to these embodiments. It will be readily apparent to those skilled in the art that the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for scheduling flight tasks based on a UAV platform, characterized in that: Includes the following steps: Step S1: Collect the attitude angular rate of the preceding aircraft, read the control command quantity of the preceding aircraft, combine the attitude angular rate of the preceding aircraft and the control command quantity of the preceding aircraft to generate the passive disturbance precursor intensity, and determine whether to enter the disturbance warning state based on the passive disturbance precursor intensity. Step S2: After entering the disturbance warning state, collect the measured value of the formation aircraft spacing, analyze the aerodynamic coupling attenuation characteristics based on the measured value of the formation aircraft spacing, fuse the aerodynamic coupling attenuation characteristics with the passive disturbance precursor intensity to generate the disturbance arrival prediction intensity, and determine whether to trigger the follow-up pre-adjustment mechanism based on the disturbance arrival prediction intensity. Step S3: After triggering the follow-up pre-adjustment mechanism, read the attitude reference value of the follower, perform dynamic programming on the attitude reference value of the follower according to the predicted intensity of the disturbance and generate the pre-adjustment attitude reference value, generate the pre-adjustment follow distance synchronously using the predicted intensity of the disturbance, and drive the follower to perform pre-bias based on the pre-adjustment attitude reference value and the pre-adjustment follow distance. Step S4: Collect the rear aircraft attitude response deviation, analyze the pre-adjustment adequacy assessment quantity based on the rear aircraft attitude response deviation, correct the pre-adjustment scale according to the pre-adjustment adequacy assessment quantity, and generate the next pre-adjustment benchmark.

2. The flight mission scheduling method based on an unmanned aerial vehicle (UAV) platform according to claim 1, characterized in that: In step S1, the attitude angular rate of the front machine is acquired by an inertial measurement unit installed on the front machine body; Read the control commands from the preceding aircraft via the preceding aircraft's flight control command link; The attitude angular rate of the preceding aircraft and the control command quantity of the preceding aircraft are respectively subjected to interval standardization processing to obtain the standardized results of the attitude angular rate of the preceding aircraft and the standardized results of the control command quantity of the preceding aircraft. The intensity of passive disturbance precursors was calculated by combining the standardized results of the attitude angular rate of the preceding aircraft and the standardized results of the control commands of the preceding aircraft using the geometric mean method. Compare the intensity of passive disturbance precursors with the disturbance warning entry boundary: When the intensity of the passive disturbance precursor is greater than or equal to the disturbance warning entry boundary, the following aircraft enters the disturbance warning state. Conversely, it will not enter a disturbance warning state.

3. The flight mission scheduling method based on an unmanned aerial vehicle (UAV) platform according to claim 1, characterized in that: In step S2, after entering the disturbance warning state, the measured value of the distance between the formation aircraft is collected. The real-time distance data between the rear aircraft and the front aircraft is collected by the ranging module installed on the rear aircraft body and used as the measured value of the distance between the formation aircraft. The measured distance between aircraft in formation is standardized within the designed distance range to obtain the standardized result of the measured distance between aircraft in formation. calculating the aerodynamic coupling attenuation characteristic based on the normalized result of the inter-formation flying distance measured value: ; wherein, is the aerodynamic coupling attenuation characteristic, is the normalized result of the inter-formation flying distance measured value.

4. The flight mission scheduling method based on an unmanned aerial vehicle (UAV) platform according to claim 3, characterized in that: In step S2, the aerodynamic coupling attenuation characteristics and the precursor intensity of passive disturbance are fused using the geometric mean method to generate a disturbance that reaches the predicted intensity. Compare the predicted intensity of the disturbance with the follow-up pre-adjustment trigger boundary: When the disturbance reaches a predicted intensity greater than or equal to the follow-up pre-adjustment trigger boundary, the follow-up pre-adjustment mechanism is triggered. When the disturbance reaches a predicted intensity less than the follow-up pre-adjustment trigger boundary, the follower exits the disturbance warning state.

5. The flight mission scheduling method based on an unmanned aerial vehicle (UAV) platform according to claim 1, characterized in that: In step S3, the rear attitude reference value is read from the output terminal of the rear original follower law. The rear attitude reference value refers to the target attitude angle of the current cycle output by the rear follower law. The pre-adjusted attitude reference value refers to the value of the target attitude angle of the rear machine attitude control loop that is reduced from the original value θ to zero value θ′ before the disturbance reaches the rear machine. scaling the attitude reference quantity of the rear aircraft based on the disturbance arrival predicted intensity: ; wherein θ is the attitude reference quantity of the rear aircraft, is the disturbance arrival predicted intensity, and θ' is the pre-adjusted attitude reference quantity.

6. The flight mission scheduling method based on an unmanned aerial vehicle (UAV) platform according to claim 5, characterized in that: In step S3, the pre-adjustment following distance is generated by using the disturbance reaching the pre-judgment intensity: ; wherein, is the nominal following distance preset in the formation configuration parameter table before the formation performs the task, taken from the formation design parameters; is the pre-adjustment following distance; is the disturbance reaching the pre-judgment intensity; Pre-adjusted following distance refers to the measured distance between the following aircraft and the target formation aircraft before the disturbance reaches the following aircraft; The rear aircraft attitude control loop adjusts the attitude target based on the pre-adjusted attitude reference value, and the rear aircraft position control loop adjusts the position target based on the pre-adjusted following distance.

7. The flight mission scheduling method based on an unmanned aerial vehicle (UAV) platform according to claim 5, characterized in that: In step S4, after the actual attitude of the rear aircraft is acquired by the rear aircraft inertial measurement unit, the difference is calculated with the pre-adjusted attitude reference value, and the maximum value of the absolute value of the attitude deviation within the pre-adjustment time window is taken as the attitude response deviation of the rear aircraft. The pre-adjustment adequacy assessment value is calculated by combining the rear attitude response deviation with the pre-adjustment attitude reference value.

8. The flight mission scheduling method based on an unmanned aerial vehicle (UAV) platform according to claim 7, characterized in that: In step S4, when the pre-adjustment adequacy assessment value exceeds the preset deviation threshold, the arithmetic mean is used as the comprehensive algorithm to generate the benchmark for the next pre-adjustment. The next pre-adjustment reference is calculated based on the rear attitude response deviation and the pre-adjustment attitude reference value.

Images